Paper Diploma In Ship Superintendency

DIPLOMA IN SHIP SUPERINTENDENCY

MODULE 5 The Marine Superintendent and the Application of Conventions

Captain KSD Mistee Master Mariner

CONTENTS General Introduction and Learning Objectives ................................................................................ 10 1.

MANAGING COMPLIANCE WITH CONVENTIONS .............................................................. 12 1.1

Introduction ............................................................................................................. 12

1.2

Commercial and Regulatory Regimes ........................................................................... 12

1.3

The Marine Regulatory Regime.................................................................................... 12

1.4

Classification of Regulations........................................................................................ 13

1.5

Important Conventions for the Marine Superintendent ................................................... 13 1.5.1

SOLAS .......................................................................................................... 13

1.5.2

Load Line Convention...................................................................................... 14

1.5.3

MARPOL Convention ....................................................................................... 15

1.5.4

Tonnage Convention ....................................................................................... 15

1.5.5

ILO Convention .............................................................................................. 16

1.5.6

STCW Convention........................................................................................... 16

1.5.7

Crew Agreements ........................................................................................... 17

1.5.8

ISM Code ...................................................................................................... 17

1.5.9

Document of Compliance (DOC) ....................................................................... 18

1.5.10 Certification and Verification of Documents ........................................................ 18 1.5.11 Survey Requirements for Ships and Issue of Certificates ..................................... 18 1.5.12 Extension of Certificates .................................................................................. 19 2.

PERSONNEL .................................................................................................................... 22 2.1

Certification and Verification of Documents ................................................................... 22 2.1.1

2.2

3.

Crew Documents ............................................................................................ 22

Shipboard Familiarisation, Training and Safety Drills ...................................................... 22 2.2.1

Vessel Specific Familiarisation .......................................................................... 23

2.2.2

Compliance with Regulations ........................................................................... 23

2.2.3

Company’s System and Vessel Description ........................................................ 24

2.2.4

On board Familiarisation ................................................................................. 24

2.2.5

Emergency Procedures .................................................................................... 24

2.2.6

LSA/FFA/Pollution Prevention Equipment ........................................................... 24

2.2.7

Other Safety Instructions ................................................................................ 26

VESSEL AND OPERATIONS .............................................................................................. 27 3.1

Dealing With New Legislation in the Future ................................................................... 27

3.2

Get Familiar with the Legislative Requirements Governmental Regulations ....................... 27 2

3.3

Ballast Water Exchange Standard ................................................................................ 27 3.3.1

Switch Over from Ballast Water Exchange to Ballast Water Treatment Systems ..... 27

3.4

Required Specific Certification and Documentation ........................................................ 28

3.5

Research by the Superintendent for Considerations for Chemical Carriers ......................... 30 3.5.1

Basic Requirements ........................................................................................ 30

3.6

Ballast Water Treatment Technology Options Available .................................................. 30

3.7

BWMS and BWTS Rules .............................................................................................. 30

3.8

3.9

3.7.1

BWTS Equipment Locations and Suitability ........................................................ 30

3.7.2

Ventilation Requirements ................................................................................ 31

Piping System ........................................................................................................... 31 3.8.1

General ......................................................................................................... 31

3.8.2

Interconnection Considerations ........................................................................ 31

3.8.3

Safety Assessment ......................................................................................... 31

3.8.4

Subsequent Approval Procedure ....................................................................... 33

Survey Requirements ................................................................................................ 33 3.9.1

Initial Survey ................................................................................................. 33

3.9.2

Shipboard Function Test .................................................................................. 34

3.9.3

Surveys After Construction .............................................................................. 34

3.9.4

Special Periodical Survey ................................................................................. 35

3.9.5

Additional Survey ........................................................................................... 35

3.10 Ship Inspections ....................................................................................................... 35 3.10.1 Occasional Inspection ..................................................................................... 35 3.10.2 Renewal Inspection ........................................................................................ 35 3.10.3 Damage Inspection......................................................................................... 35 3.10.4 Preparing for a Damage Survey ....................................................................... 36 3.10.5 Repair specification ........................................................................................ 37 4.

NAUTICAL EQUIPMENT - NAVIGATIONAL AIDS AND EQUIPMENT ................................... 39 4.1

Ship Superintendent – Marine Nautical Equipment ......................................................... 39 4.1.1

SOLAS Regulations ......................................................................................... 39

4.1.2

Maintenance of Equipment .............................................................................. 39

4.1.3

Electromagnetic Compatibility .......................................................................... 39

4.1.4

Electronic Chart Display and Information System (ECDIS) ................................... 40

4.1.5

Application and Requirements .......................................................................... 40

4.1.6

Ship Borne Navigational Equipment and Systems ............................................... 41

4.1.7

Automatic Identification System (AIS) .............................................................. 42 3

5.

4.1.8

Voyage Data Recorders ................................................................................... 43

4.1.9

Long-Range Identification and Tracking (LRIT) ................................................... 44

HEALTH, SAFETY, SECURITY AND ENVIRONMENTAL MANAGEMENT ................................ 45 5.1

The Code of Safe Working Practice .............................................................................. 45

5.2

Access to Tanks/Holds/Cargo Spaces ........................................................................... 46

5.3

5.4

5.5

5.6

5.7

5.8

5.2.1

Entry into Confined Spaces .............................................................................. 46

5.2.2

Duties and Responsibilities of a Competent Person and of a Responsible Person ..... 47

Identifying Potential Hazards ...................................................................................... 48 5.3.1

Oxygen Deficiency .......................................................................................... 48

5.3.2

Toxicity of Oil Cargoes .................................................................................... 48

5.3.3

Toxicity of Other Substances ........................................................................... 48

5.3.4

Flammability .................................................................................................. 48

5.3.5

Other Hazards ............................................................................................... 48

Preparing and Securing the Space for Entry .................................................................. 49 5.4.1

Testing for Oxygen Deficiency .......................................................................... 49

5.4.2

Testing for Flammable Gases and Vapours ......................................................... 49

5.4.3

Testing for Toxic Gases ................................................................................... 50

5.4.4

Use of Control Systems ................................................................................... 50

5.4.5

Procedures and Arrangement before Entry ........................................................ 50

5.4.6

Procedures and Arrangements During Entry ....................................................... 51

5.4.7

Procedures on Completion ............................................................................... 51

Risk Assessment ....................................................................................................... 52 5.5.1

Risk – Analysis, Assessment and Management Systems ...................................... 52

5.5.2

Individual Risk and Risk Criteria ....................................................................... 54

5.5.3

Frequency and Severity Index.......................................................................... 54

The Ship Superintendent and Risk Assessment ............................................................. 55 5.6.1

Stage 1 – Identify, Analyse and Select Decision-making Alternatives .................... 55

5.6.2

Stage 2 – Decision-making .............................................................................. 56

5.6.3

Stage 3 – Planning: Prepare and Communicate Action Plans to Deal with Risks ...... 56

5.6.4

Stage 4 – Implementation and Enforcement ...................................................... 56

5.6.5

Stage 5 – Follow-up and Monitoring Actions ....................................................... 56

Risk Acceptability ...................................................................................................... 57 5.7.1

Risk Assessment Frameworks in Shipping .......................................................... 58

5.7.2

Risk Assessment Practices in the Shipping Industry ............................................ 59

Company Obligations with regard to Safety Procedure ................................................... 59 4

5.9

5.8.1

Documents and Certificates ............................................................................. 60

5.8.2

Recognised Organisations ................................................................................ 60

5.8.3

Administration’s Audits ................................................................................... 60

Superintendent’s Responsibilities for Safety Certification ................................................ 61 5.9.1

Application with a Recognised Organisation (RO) ................................................ 61

5.9.2

Application for a Radio Survey ......................................................................... 61

5.9.3

Application with the Flag States ....................................................................... 61

5.9.4

Types of Ship Survey ...................................................................................... 61

5.9.5

Harmonised System Adopted in 1988 ............................................................... 62

5.9.6

The Harmonised System ................................................................................. 63

5.10 The Need to be Prepared for Port State Control (PSC) and Class Surveys ......................... 63 5.10.1 PSC Inspection Objectives ............................................................................... 63 5.10.2 The PSC Inspection Process ............................................................................. 63 5.10.3 Classification Society’s Inspection Objectives ..................................................... 64 5.10.4 International Association of Classification Societies (IACS) .................................. 64 5.11 Life-saving Appliances and Arrangements ..................................................................... 65 5.11.1 Certification ................................................................................................... 65 5.11.2 Lifejackets ..................................................................................................... 65 5.11.3 Immersion Suits and Thermal Protective Aids .................................................... 66 5.11.4 Extension of Servicing Requirement for Life-saving Equipment ............................. 68 5.11.5 EPIRB Maintenance Requirements .................................................................... 68 5.11.6 Short Term Permit to Carry a Number of Persons in Excess of that allowed by the Safety Equipment Certificate ...................................................................... 68 5.12 General Requirements for the Maintenance and Inspection of Fire Protection Systems and Appliances.......................................................................................................... 69 5.12.1 Maintenance and Testing ................................................................................. 69 5.12.2 Weekly Testing and Inspections ....................................................................... 69 5.12.3 Monthly testing and inspections ....................................................................... 69 5.12.4 Quarterly Testing and Inspections .................................................................... 70 5.12.5 Annual Inspections ......................................................................................... 70 5.12.6 Five-year Service ........................................................................................... 70 5.13 Specific Requirements for the Maintenance and Inspection of Fire Extinguishers, including Portable and Semi-portable Units of all Types .................................................. 70 5.13.1 Annual Maintenance ....................................................................................... 70 5.13.2 Two-year Service ........................................................................................... 71 5.13.3 Spare Charges, Additional Fire Extinguishers and Refilling of Extinguishers ............ 71 5

5.14 Specific Guidelines for Maintenance and Inspection of Fixed Gas Fire-extinguishing Systems ................................................................................................................... 72 5.14.1 Monthly Inspections ........................................................................................ 72 5.14.2 Quarterly Inspections...................................................................................... 72 5.14.3 Annual Inspections ......................................................................................... 73 5.14.4 Ten-year Service ............................................................................................ 74 5.14.5 Additional Requirements for Halon Systems ....................................................... 74 5.15 Specific Guidelines for Maintenance and Inspection for Fixed Foam Fire-extinguishing Systems ................................................................................................................... 74 5.16 Specific Guidelines for Maintenance and Inspection of Fixed Dry-Powder Fire-extinguishing Systems ................................................................................................................... 75 5.16.1 Annual Inspections ......................................................................................... 75 5.16.2 Two-yearly Inspections ................................................................................... 75 5.16.3 Ten-yearly Test .............................................................................................. 75 5.17 Specific Guidelines for Maintenance and Inspection of Automatic Sprinkler and Fixed Pressure Water Spray Systems ................................................................................... 75 5.17.1 Monthly Inspections and Test........................................................................... 75 5.17.2 Quarterly Tests .............................................................................................. 75 5.17.3 Annual Tests .................................................................................................. 75 5.17.4 Five-yearly Test ............................................................................................. 76 5.18 Self-contained Breathing Apparatus (SCBA), Emergency Escape Breathing Devices (EEBDs) and Compressed Air Cylinders for Survival Craft Air Systems ............................. 76 5.18.1 Annual inspections ......................................................................................... 76 5.18.2 Two-yearly Inspections ................................................................................... 76 5.18.3 Five-yearly Tests of SCBA and EEBD Air Cylinders .............................................. 76 5.18.4 Fire Protection – Paint Lockers ......................................................................... 76 5.18.5 SOLAS – Emergency Fire Pump ........................................................................ 77 5.18.6 Minimum Number of EEBDs in Machinery Spaces ................................................ 77 6.

CARGO CARRIAGE ........................................................................................................... 78 6.1

Cargo Superintendence .............................................................................................. 78

6.2

Plans and Co-ordinates Loading and Unloading of Ships’ Cargo ....................................... 78

6.3

6.2.1

Organise the Receipt and Dispatch of Cargo ...................................................... 78

6.2.2

Pre-plan the Cargo Operation........................................................................... 79

6.2.3

Oversee Planning During Cargo Operations ........................................................ 79

6.2.4

Complete Cargo Operations ............................................................................. 79

Trim Stability and Longitudinal Strength....................................................................... 79

6

6.4

6.5

6.6

6.7 7.

6.3.1

Shear Force ................................................................................................... 80

6.3.2

Bending Moment ............................................................................................ 81

6.3.3

Application to Ships ........................................................................................ 81

Managing Heavy Lift Operations .................................................................................. 83 6.4.1

Heavy Lifts .................................................................................................... 83

6.4.2

The Lifting Team ............................................................................................ 83

6.4.3

Job Risk Assessment (JRA) .............................................................................. 84

6.4.4

Vessel Stability .............................................................................................. 84

Project Cargo Handling .............................................................................................. 85 6.5.1

Loss Due to Material Damage........................................................................... 85

6.5.2

Occurrence of a Fortuitous Event to the Conveyance ........................................... 86

6.5.3

Loss Due to Uncontrollable Maritime Events ....................................................... 86

Preparing Reports on the Cargo Operations .................................................................. 86 6.6.1

Quality and Quantity ....................................................................................... 86

6.6.2

Measuring Cargo Quantity and Quality Reports .................................................. 86

Terminal Operations Management ............................................................................... 87

REPORTS AND RECORDS ................................................................................................. 88 7.1

Dealing with Reports and Records ............................................................................... 88

7.2

Back Up of Records ................................................................................................... 88

7.3

Updating Rules and Regulations .................................................................................. 88 7.3.1

Incoming Mail ................................................................................................ 88

7.3.2

Outgoing Mail ................................................................................................ 89

7.3.3

Verbal Communications................................................................................... 89

7.4

Example of a Superintendent’s Circular for the Ship’s Master and Chief Engineer ............... 89

7.5

Records to be Maintained by the Ship .......................................................................... 90 7.5.1

Manoeuvring Information ................................................................................ 90

7.5.2

Coating Technical File (Void Spaces) ................................................................. 90

7.5.3

Alarm Testing Systems ................................................................................... 90

7.5.4

Records of On Board Training and Drills ............................................................ 90

7.5.5

Radio Records ................................................................................................ 90

7.5.6

Deck Log Book and Engine Log Book ................................................................ 91

7.5.7

Records of Navigational Activities and Daily Reporting ........................................ 91

7.5.8

Voyage Data Recorder System – Certificate of Compliance .................................. 91

7.5.9

Ozone Depleting Substances Record Book ......................................................... 91

7.5.10 Exhaust Gas Cleaning Systems (EGC) - MEPC.184(59) ........................................ 91 7

7.5.11 Cargo Record Book ......................................................................................... 92 7.5.12 Enhanced Surveys - Documentation On Board/Survey Report File ........................ 92 7.5.13 Survey Report File .......................................................................................... 92 7.5.14 Condition Evaluation Report ............................................................................. 92 7.5.15 Reports and Records with Computer-based Systems ........................................... 92 7.5.16 Planned Maintenance Systems (PMS) ................................................................ 93

Bibliography and Reference Documentation ................................................................................... 96

PLEASE NOTE Directed Learning questions have been at the end of each chapter. These questions are designed to help you with your study. The questions are for your personal study only. Do not send in your answers to these questions as they will not be assessed.

©

Copyright IIR Limited 2015. All rights reserved. These materials are protected by international copyright laws. This manual is only for the use of course participants undertaking this course. Unauthorised use, distribution, reproduction or copying of these materials either in whole or in part, in any shape or form or by any means electronically, mechanically, by photocopying, recording or otherwise, including, without limitation, using the manual for any commercial purpose whatsoever is strictly forbidden without prior written consent of IIR Limited. This manual shall not affect the legal relationship or liability of IIR Limited with, or to, any third party and neither shall such third party be entitled to rely upon it. All information and content in this manual is provided on an “as is” basis and you assume total responsibility and risk for your use of such information and content. IIR Limited shall have no liability for technical errors, editorial errors or omissions in this manual; nor any damage including but not limited to direct, punitive, incidental or consequential damages resulting from or arising out of its use.

8

List of Appendices

Appendix 1

-

Regulatory Issues in International Maritime Transport

Appendix 2

-

List of Certificates and Documents on Board

Appendix 3

-

Annex 1 – Resolution MSC.349(92)

Appendix 4

-

UK P&I Club Ship Inspection Report

Appendix 5

-

Gard – Guidance to Masters

Appendix 6

-

The Bahamas Maritime Authority – Safety Familiarisation and Basic Training, Instruction and Certification

Appendix 7

-

Guide to Maritime Certificates and Documents

Appendix 8

-

Safety Familiarisation On Board

Appendix 9

-

Ship Inspection Guidelines

Appendix 10 -

Guide to Registration

Appendix 11 -

Annex 34 – MSC.192(79)

Appendix 12 -

Resolution MSC.A694(17)

Appendix 13 -

Annex II – Resolution MSC.128(75)

Appendix 14 -

Annex 3 – Resolution MSC.48(66)

Appendix 15 -

Maritime Labour Convention – Regulation Impact Statement

Appendix 16 -

Personal Protective Equipment (PPE)

Appendix 17 -

Annex 5 – Resolution MSC.321(89)

Appendix 18 -

Guidelines for the Development and Application of Health, Safety and Environmental Management Systems

Appendix 19 -

Risk Management System – Risk Assessment Frameworks and Techniques

Appendix 20 -

On Board Maintenance and Inspection of Fire Protection Systems and Appliances

Appendix 21 -

Panama Maritime Authority – Merchant Marine Circular MMC-226

Appendix 22 -

IMO Guidelines for Evaluation and Replacement of Lifeboats Release and Retrieval Systems

Appendix 23 -

Regulation Concerning Life-saving Appliances on Cargo Ships

Appendix 24 -

Job Hazard Analysis Assessment for PPE

Appendix 25 -

Shipboard Cargo Handling Safety Guide

Appendix 26 -

Ship Stability Notes and Examples

Appendix 27 -

IMCA Guidelines for Lifting Operations

Appendix 28 -

A Guide to Handling Bulk Cargo

Appendix 29 -

IMO Model Loading and Stability Manual

Appendix 30 -

MCA Safe Loading and Unloading of Bulk Carriers

Appendix 31 -

MPA Singapore Shipping Circular to Shipowners

Appendix 32 -

IMO Guidelines for the On Board Use and Application of Computers

9

GENERAL INTRODUCTION AND LEARNING OBJECTIVES The industrial revolution of the 18th and 19th centuries and the upsurge in international commerce which followed, resulted in the adoption of a number of international treaties related to shipping, including safety. The subjects covered included tonnage measurement, the prevention of collisions and others. By the end of the 19th century suggestions had even been made for the creation of a permanent international maritime body to deal with these and future measures. The plan was not put into effect, but international co-operation continued in the 20th century, with the adoption of still more internationally-developed treaties. IMO is the source of approximately 60 legal instruments that guide the regulatory development of its member states to improve safety at sea, facilitate trade among seafaring states and protect the maritime environment. The most well-known is the International Convention for the Safety of Life at Sea (SOLAS), as well as International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC). Others include the International Oil Pollution Compensation Funds. It also functions as a depository of yet to be ratified treaties, IMO regularly enacts regulations, which are broadly enforced by national and local maritime authorities in member countries, such as the International Regulations for Preventing Collisions at Sea (COLREG). The marine superintendent – cargo or technical – is responsible for the safe, economical and efficient running of the vessels under his control. The duties and responsibilities of the marine superintendent include, but are not limited to: 

Planning and execution of dry docking and shipyard repair work.



Heading the emergency response team.



Taking over the duties of DPA in his absence.



Sanctioning all repairs on board.



Cargo, technical and maintenance supervision by:  attending to the cargo, cargo gear and supervising the loading and unloading operations including tank cleaning and maintenance of deck machinery;  planned maintenance system by checking the appropriate register maintained on the vessels once a month;  assisting vessels in solving technical problems, for instance by arranging external supplies and services and  reviewing defect/damage/incident reports.



Being responsible for training and recruitment of shipboard personnel.



Preparing the basis for the employment.



Preparing plans for leave and relief of personnel.



Acting as the company’s safety officer.



Reporting to the owners.



Being responsible for maintaining all statutory and class certificates up-to-date.

10

The foregoing responsibilities require a superintendent to ensure compliance with mandatory legislative requirements of the IMO conventions, amendments and protocols once they come into force and also keep abreast of the upcoming new regulations. It becomes imperative that the superintendent remains updated and develops procedures to comply with them. How this can be achieved is covered in this module.

Learning Objectives On successful completion of this module, you will be able to: 

explain how the marine superintendent ensures vessel compliance with conventions;



identify vessel equipment that needs to be in compliance with conventions and manage certification; and



evaluate cargo superintendence and vessel stability requirements.

11

1.

MANAGING COMPLIANCE WITH CONVENTIONS Learning Outcomes: On successful completion of this chapter, you will be aware of:  the application of conventions and integration of regulatory regimes in achieving commercial competence affecting the day-to-day operations concerning the marine superintendent.

1.1

Introduction

In order for a marine superintendent to be in the global market and a part of the maritime world, it is imperative to be conversant with the complex body of maritime regulations and conventions. This will need an understanding of The United Nations Convention on the Law of The Sea (UNCLOS), IMO conventions such as SOLAS and MARPOL as well as international labour and trade conventions.

1.2

Commercial and Regulatory Regimes

The shipping industry is not homogeneous, but consists of several discrete sectors, each of which operates in different commercial and regulatory regimes, whose needs are served by different types of purpose-built vessels. Broadly speaking, shipping can be sub-divided into three main categories:   

passenger shipping services; liner cargo services; and bulk cargo-carrying services.

Passenger shipping services are a specialised sector which includes cruise ships and ferries. Liner cargo services operate on regular scheduled services between advertised ports (“liner” trades). Liner trades also operate on the principle of common carriage, and cargoes are transported for several shippers simultaneously, rather than the single contract which is the norm in the bulk sector. The liner sector is subject to a wide range of regulatory constraints, both of a safety and commercial nature. In particular, in most countries certain liner shipping practices enjoy conditional exemptions from the application of anti-trust laws. This ability to engage in co-operative practices has in part also dictated the shape and organisation of the sector. Bulk cargo services cover several key sub-divisions based on specific vessel types. Liquid cargoes are carried in chemical tankers, liquefied gas tankers, crude oil tankers and refined petroleum product tankers. Non-liquid cargoes are carried by dry bulk carriers and other (multipurpose) carriers. Vessels operating on bulk trades generally do not operate on scheduled services, but on specific voyages in fulfilment of short- or long-term contracts, where the entire cargo shipped on a particular voyage belongs to one owner. Additionally, carriers may ply variable routes according to local demand in particular ports, and can transport a variety of bulk cargoes. These are customarily identified as a separate sector of the industry, known as tramp shipping. This unscheduled, open market mode of operation, is one of the major differences between “liner” and “bulk” shipping.

1.3

The Marine Regulatory Regime

From a regulatory point of view, bulk vessels operate in a generally free market, and are subject only to international and national safety requirements, although because of the relative hazard of many bulk commodities (e.g. oil products and chemicals) these regulations are strictly enforced.

12

Collectively, the different branches of the global shipping industry are subject to a wide variety of regulations, reflecting administrative, economic, political or technical objectives. Each regulation reflects a response to specific issues that have arisen as the international trading system has evolved. These regulations may have international multilateral or bilateral origins, or may be applied on a national basis. A trend shows that the marine field has acted reactively after accidents by developing or amending regulations through conventions, and conferences.. If not ratified but requiring changes, these are then changed with protocols (example MARPOL when not ratified was changed with Protocol of TSPP 78 that led to the acceptance of MARPOL 73/78 ) or if ratified but requiring changes then these are amended and changes are incorporated by the members of the groups who have already ratified the convention. There also exist certain industry practices which have evolved into regulatory regimes by the formulations of codes, e.g. IBC and BCH codes. Other guidelines and recommendations made by non-governmental bodies such as INTERTANKO or SIGTTO and OCIMF have formulated these practices and have been included as a regulatory requirement to be followed by IMO member states admitted into the regime by way of resolutions accepted by the assembly. Rules and regulations may cover flag state obligations, cargo liability regimes, restrictions on access to cargoes, commercial conduct, vessel design/construction and ships’ equipment. They may also cover conditions for ship manning and operation.

1.4

Classification of Regulations

Overall these regulations and practices can be classified under two broad headings: (a) Regulations related to the rights and obligations of states mainly to safety and the protection of the environment:       

the law of the sea – rights and obligations of flag states; international safety and environment regulations; national environmental and safety regulations; flag state and port state inspections; international labour regulations. national security measures; and ship registration conditions.

(b) Regulations related to commercial operations and practices:    

shipping specific economic policy regulations; cargo reservation/cargo sharing provisions; cabotage laws; and cargo liability regimes.

The following sections contain a brief on some important conventions for the marine superintendent.

1.5

Important Conventions for the Marine Superintendent

1.5.1

SOLAS

SOLAS consists of 12 chapters covering all aspects of ship board safety, it extends the legislation to all seagoing ships (except fishing boats which are legislated for by the Torremolinos Convention 1979).

13

SOLAS covers certification that all ships require showing that they comply with the regulations with regard to:     

cargo ship safety construction; cargo ship safety equipment; cargo ship safety radio; passenger ship safety certificate; and exemption certificate. Chapter I

General provisions

Chapter II

1 Construction, with regard to subdivision and stability, machinery and electrical installations 2 Construction – fire protection, fire detection and fire extinction

Chapter III

Life-saving appliances and arrangements

Chapter IV

Radio communications

Chapter V

Safety of navigation

Chapter VI

Carriage of cargoes

Chapter VII

Carriage of dangerous goods,

Chapter VIII

Nuclear ships

Chapter IX

Management for the safe operation of ships

Chapter X

Safety measures for high-speed craft

Chapter XI

1 Special measures to enhance maritime safety 2 Special measures to enhance maritime security

Chapter XII

Additional safety measures for bulk carriers

Appendix

Certificates

1.5.2

Load Line Convention

The limitations on the draft to which a ship may load are a significant factor in the safety of that ship. IMO recognises this fact and are sponsors of this 1966 Convention. The legislation has regulations relating to:    

Watertight integrity of the ship’s hull. Additional safety with regard to doors and openings in the weather deck and hull. Providing stability information for ships. Marking the ship with her load line.

14

1.5.3

MARPOL Convention

The MARPOL Convention was adopted on 2 November 1973 at IMO. The Protocol of 1978 was adopted in response to a spate of tanker accidents in 1976-1977 (those interested may read from the net about MACTRA, MARPOSSA and Kong Hakkon VII accidents). As the 1973 MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the parent Convention. The combined instrument entered into force on 2 October 1983. In 1997, a Protocol was adopted to amend the Convention and a new Annex VI was added which entered into force on 19 May 2005. MARPOL has been updated by amendments through the years. The Convention includes regulations aimed at preventing and minimising pollution from ships – both accidental pollution and that from routine operations – and currently includes six technical Annexes. Special Areas with strict controls on operational discharges are included in most Annexes.

Annex I

Regulations for the Prevention of Pollution by Oil (entered into force 2 October 1983)

Annex II

Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (entered into force 2 October 1983)

Annex III

Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form (entered into force 1 July 1992)

Annex IV

Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003)

Annex V

Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988)

Annex VI

Prevention of Air Pollution from Ships (entered into force 19 May 2005)

In 2011, after extensive work and debate, IMO adopted ground breaking mandatory technical and operational energy efficiency measures which will significantly reduce the amount of greenhouse gas emissions from ships; these measures were included in Annex VI

1.5.4

Tonnage Convention

The aim of the parties to the convention was to establish uniform principles and rules to determine the tonnage of ships engaged on international voyages. The regulations define two tonnages: 

Gross Tonnage The total under deck volume of the ship.



Net Tonnage The cargo carrying volume of the ship.

15

1.5.5

ILO Convention

Most legislation pertaining to the crew’s welfare and conditions is adopted through the international labour organisation, though IMO have produced some legislation on crew, from a safety point of view:   

Age limits (ILO 58/1936). Medical certificate (ILO 73/1946). Minimum standards (ILO 147/1976).

The convention was adopted as one way of dealing with substandard ships, especially those registered under flags of convenience. It applies to every seagoing ship engaged in the transport of cargo or passengers. Article 2 of the convention lays down the areas to which the minimum standards are to be applied:      

Safety standards, hours of work and manning. Social security measures. Shipboard conditions of employment and living arrangements. Engagement of crew and complaints procedure. Properly qualified and trained seafarers. Official inquiries into serious marine casualties.

A state that has ratified the convention may take all measures necessary to rectify any conditions on board a ship of a different flag that enters its port in the normal course of business, that does not conform to the standards set by the convention, and which is clearly hazardous to safety and health. This is a divergence from the long accepted view that the flag state controls the standards of the ship, and the emergence of the principle of port state control.

1.5.6

STCW Convention

Early on in the development of the IMO attention was drawn to the need to have suitably educated and trained seafarers manning ships, the training should be in the use of:    

Aids to navigation. Life-saving equipment. Fire prevention and extinction equipment. Other ship’s equipment contributing to safety.

STCW provides the basis on which states can establish a common standard regarding certification and watchkeeping. It lays down:   

The minimum standards and numbers for the various classes of engine, radio and deck officer certificates required. The special requirements for tankers, gas and chemical carriers, regarding the training of the master, officers and ratings. The standards of proficiency required in survival craft.

Under Chapter 1, Regulation 7, parties are required to provide detailed information to IMO concerning administrative procedures taken to ensure compliance with the convention, education and training courses, certification procedures and other factors relevant to implementation. This information will be used by IMO’s maritime safety committee to identify complying parties. Other parties will then be able to accept certificates issued by these parties. No proof of compliance was required under the original convention.

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Other important amendments include:   

 

Enhanced procedures concerning exercise of port state control. Parties are required to establish procedures for investigating acts by persons to whom they have issued certificates that endanger safety or the environment. Technical innovations, such as different working practices and the use of simulators for training purposes, have been recognised. Simulators will become mandatory for training in the use of radar and ARPA. Parties are required to ensure that training, certification and other procedures are continuously monitored by means of a quality-assurance system. Medical standards are contained in Regulation 9. Certificates must be issued showing that levels of fitness have been met, particularly regarding eyesight and hearing. Every master, officer and radio operator is required at intervals of not more than five years to meet the fitness standards prescribed in Regulation 9 and the level of professional competence contained in the STCW Code.

A reference is made in Regulation 14 to the ISM Code. The regulation details further company responsibilities for manning, certification, record-keeping, shipboard familiarisation and crew coordination. The remaining chapters contain regulations concerning specific departments and ranks. Chapter II, for example, deals with the master and deck department and Chapter III with the engine department. Special requirements have been introduced in Chapter V concerning training and qualifications of personnel on certain types of ship. Emergency, occupational safety, medical care and survival functions have been introduced in Chapter VI. Regulations concerning the functional approach to training are introduced in Chapter VII. Requirements concerning minimum rest period are introduced in Chapter VIII.

1.5.7

Crew Agreements

Contracts of employment between the shipowner/manager and the crew of the ship have always been a cause of much contention.

1.5.8

ISM Code

Theoretically, the flag state controls, through national legislation, the welfare and conditions of its ships’ seamen and a shipping company has little room for manoeuvre regarding such items that concern its employees:    

accommodation; feeding; repatriation; and treatment for sickness.

Regardless of whether a ship is managed by its true owner or a third party, the standard of management will have a profound effect upon the condition of the ship and how safely and effectively it is operated. Some shipowners and managers will run poor quality ships and it is those ships that are most often involved in incidents that lead to loss of life, injury and major pollution incidents. Even companies that one would expect to operate to the highest standards can allow bad practices to creep into their standard procedures. It was in recognition of this fact that the IMO incorporated a section into the SOLAS convention that requires ship operators to comply with a code of practice designed to reduce the number of dangerous incidents. This code is known as the International Safety Management Code (ISM).

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1.5.9

Document of Compliance (DOC)

Under this code, operators have to have their management procedures, on shore and at sea, audited and approved by inspectors acting on behalf of the flag state. If they satisfy the inspectors, the company will be issued with a Document of Compliance (DOC) for the shore office and each ship will also be audited and inspected before being issued with a Safe Management Certificate (SMC). Passing the inspections is not a mere formality and the company and its ships must be able to demonstrate full compliance with SOLAS, MARPOL and local regulations governing conditions and training on board ships. All crew have to be properly trained for their jobs and in possession of appropriate certificates. As a matter of good housekeeping, and in compliance with the ISM Code, all of the vessel’s documents should be maintained and stored in an orderly manner.

1.5.10 Certification and Verification of Documents The superintendent must ensure that the master, on taking over command, has checked all the vessel’s trading documents and reported to him or her as to:    

validity; expiry dates; whether renewals or extensions are required to cover the forthcoming voyage; and whether they are complete.

Trading documents include: • •

the vessel’s registration documents issued by the flag state administration the statutory certificates issued by a classification society in their capacity as a recognised organisation.

1.5.11 Survey Requirements for Ships and Issue of Certificates The structure, machinery and equipment of ships are subjected to the following surveys: 





a survey before the ship is put in service. This survey shall include a complete inspection of the items specified as per the administration’s requirements to ensure that they comply with the applicable regulations, are in a satisfactory condition and are fit for the service for which the ship is intended; a periodical survey before ship safety certificate may be renewed. This survey shall include an inspection of the ship’s structure, machinery, equipment and the items referred to ensure that they comply with the applicable regulations, are in a satisfactory condition and are fit for the service for which the ship is intended; and an additional survey, either general or partial, according to the circumstances, to be made whenever any repairs or renewals are undertaken which could affect the safety and condition of the ship. The survey shall ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the applicable regulations.

When a survey, or surveys, to meet the requirements of the administration are satisfactorily completed and the ship is found to comply with the applicable regulations a ship safety certificate may be issued by the department. The duration of certificates issued according to the regulations shall have the maximum periods of validation as:

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Notwithstanding the maximum period of validation specified above, when the renewal survey is completed within three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey:  

for a passenger ship, a date not exceeding 12 months from the date of expiry of the existing certificate; and for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate.

When the renewal survey is completed after the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey:  

for a passenger ship, a date not exceeding 12 months from the date of expiry of the existing certificate; and for a cargo ship, a date not exceeding five years from the date of expiry of the existing certificate.

When the renewal survey is completed more than three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey:  

for a passenger ship, a date not exceeding 12 months from the date of completion of the renewal survey; and for a cargo ship, a date not exceeding five years from the date of completion of the renewal survey.

A certificate issued under these regulations shall cease to be valid:   

if the relevant surveys and inspections are not completed within the periods specified by the administration; if the certificate is not endorsed in accordance with the regulations; and upon transfer of the ship to the flag of another state or otherwise ceasing to be registered.

1.5.12 Extension of Certificates If a certificate other than a passenger ship safety certificate is issued for a period of less than five years, the department may extend the validity of the certificate beyond the expiry date to the maximum period applicable when a certificate is issued for a period of five years are carried out as appropriate.

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If a renewal survey has been completed and a new certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the department may endorse the existing certificate as valid for a further period not exceeding five months from the expiry date, and such a certificate shall be accepted as valid. If a ship, at the time when a certificate expires, is not in a port in which it is to be surveyed, the department may extend the period of validity of the certificate but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than three months, and a ship to which an extension is granted shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having a new certificate. When the renewal survey is completed, the new certificate shall be valid:  

for a passenger ship, until a date not exceeding 12 months from the date of expiry of the existing certificate before the extension was granted; and for a cargo ship, until a date not exceeding five years from the date of expiry of the existing certificate before the extension was granted.

A certificate issued to a ship engaged on short voyages which has not been extended under the foregoing provisions of this regulation may be extended by the administration for a period of grace of up to one month from the date of expiry stated on it. When the renewal survey is completed, the new certificate shall be valid:  

for a passenger ship, until a date not exceeding 12 months from the date of expiry of the existing certificate before the extension was granted; and for a cargo ship, until a date not exceeding five years from the date of expiry of the existing certificate before the extension was granted.

In such circumstances, as the administration may determine, the administration may grant an exemption from the requirement for a new certificate needing to be dated from the date of expiry of the existing certificate as required by the regulations. In such circumstances, the new certificate shall be valid:  

for a passenger ship, until a date not exceeding 12 months from the date of completion of the renewal survey; and for a cargo ship, until a date not exceeding five years from the date of completion of the renewal survey.

If an annual, intermediate or periodical survey is completed before the period specified in the relevant regulations then:   

the anniversary date shown on the relevant certificate shall be amended by endorsement to a date which shall not be more than three months later than the date on which the survey was completed; the subsequent annual, intermediate or periodical survey required by the relevant regulations shall be completed at the intervals prescribed by these regulations using the new anniversary date; and the expiry date may remain unchanged provided one or more annual, intermediate or periodical surveys, as appropriate, is carried out so that the maximum intervals between the surveys prescribed by the relevant regulations are not exceeded. Directed Learning:  What are the main points of the conventions affecting the day-to-day operations concerning the marine superintendent?  What do you understand by application of conventions, conference, protocols, amendments, ratification, regulations, codes and guidelines?

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Further Research:  Find out the list of certificates required for a ro-ro vessel, a chemical tanker and a container vessel.  What are flag state and port state inspections, what type of these inspections can be carried out by classification bodies?

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2.

PERSONNEL Learning Outcomes: On successful completion of this chapter, you will be aware of:  certification and verification of documents to ensure sufficiently qualified personnel have been employed on board and ensuring sufficient shipboard familiarisation, training and safety drills are carried out to ensure personnel are aware of their obligations on board relevant to their ranks and the vessel’s trade.

2.1

Certification and Verification of Documents

The superintendent is to confirm with the master that sufficient qualified and certificated crew have been assigned to the vessel for the voyage: • • •

in accordance with the flag state requirements; in accordance with the Code and Convention on Standards of Training, Certification and Watchkeeping as amended; and to be able to perform the forthcoming voyage.

2.1.1

Crew Documents

Crew documents include: • • • •

certificates of competency; flag state endorsements; proper seafarers’ identification; and training record book.

If the vessel does not have valid trading documents: • • • •

the vessel may not be allowed to leave the port; delays and difficulties may arise at the next port of call; the vessel may not be allowed to enter the port; and fines may be imposed in some jurisdictions if certificates are invalid.

Important note: • •

the master may be held personally liable and be subject to criminal prosecution; and the insurance cover may be prejudiced.

Should the company need to defend claims and/or provide evidence to third parties or the authorities to prove compliance with the SMS, full and proper records of ship borne activities will be essential, including test or inspection certificates, repair accounts, routine inspections etc.

2.2

Shipboard Familiarisation, Training and Safety Drills

Each individual crew member should have the appropriate training and experience to perform their allocated duties. Upon the arrival of newly assigned crew members, the superintendent must verify with the master that the crew member: • •

possesses valid and authentic certificates of competency and the relevant flag state endorsements (e.g. dangerous goods); is properly familiarised with their duties on board, particularly those involved with watchkeeping requirements as specified by the STCW 95 as amended; and

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•

is healthy and fit to withstand the physical and psychological demands of his or her assignment. Any deficiency should be reported and reinforcements or replacements effected.

The ship superintendent must ensure that adequate briefing is given to ship masters joining ships that they should to the fullest extent and as soon as possible, familiarise himself with the vessel when joining the vessel and taking over command. This duty is imposed by the ISM and ISPS Codes which will be set out in the company’s SMS and SSP, respectively. This is a mandatory requirement as the master has the overall command of the vessel and is, therefore, responsible for the crew, the vessel, the cargo carried and the environment. The company’s instructions and checklists made by the superintendent for familiarisation contained in the SMS and SSP will provide a helpful tool and guide. In order to be prepared for emergency or critical situations which may arise and which affect the vessel’s safety and security, the master should familiarise himself with the emergency response plans under the vessel’s SMS and the SSP under the ISPS Code. Familiarisation is best described as: • • •

to know your duties; to know your vessel; and to know your company’s procedures.

These points are dealt with in more detail in the sections below. The superintendent should ensure instructions to the master to collect as much relevant information as possible from the previous master when joining a new vessel. This will be particularly important should there be an extensive crew change at the same time and all officers are newly assigned to the vessel. The superintendent ensures that the procedure of taking over command has been properly documented in the vessel’s SMS records and acknowledged in writing by both the relieving and the relieved master.

2.2.1

Vessel Specific Familiarisation

Seafarers have to be familiar with several regulations in order to follow up the vessel’s employment and trade along with the tight operational schedule. These days, after years of ISM implementation, it is clear that many of the problems faced are mainly due to ineffective crew familiarisation with several company or regulatory requirements. The ships superintendent must ensure that the familiarisation starts in the company’s office where the policy and procedures are explained by a competent shore based staff member who may follow a typical successful system developed herein under, additionally the person responsible for the on board familiarisation and training requirements is briefed for the expectations of the company with due regards to the training and drill requirements. Common problems faced today are: • • • •

Many companies do not have the expertise to properly address the issue of on board crew training effectively. Training should incorporate details from a typical ship through to a wide range of different business aspects, though in most of the cases these things are not being addressed. Seafarers flying directly to vessels are not getting any kind of company induction before joining the vessel. Systems for the documentation of training are not effective.

2.2.2

Compliance with Regulations

The training application to be developed for the superintendent’s requirements should provide the most cost and time effective crew/shore based personnel familiarisation with vessel specific arrangements combined with company safety and ISM requirements.

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The application should be tailored on a company SMS specific basis to incorporate any special requirement using and explaining presentation materials such as ship’s specific video, photos and plans to enhance understanding as it could be equated to live familiarisation.

2.2.3

Company’s System and Vessel Description

Description of the company’s safety management system and security system must be promulgated in the office familiarisation with electronic versions, if available, facilitating the use of an on board copy. Shipboard video tour (vessel specific) in way of main deck, accommodation and engine room areas with specific explanations and additional instructions pertaining to its trade and regulatory requirements.

2.2.4

On board Familiarisation

This must be included in the company’s SMS, it is to be designated by a competent person who has been on board for a sufficient period and is capable of passing his knowledge and safety skills to the new joiners on board.

2.2.5

Emergency Procedures

The following emergency procedures must be explained by a responsible person designated by the master and verified that it has been understood at the time of familiarisation and periodically with each drill muster executed by the master as per the company’s SMS procedures: • • • • • •

Ship’s emergency organisation. Composition of emergency squads. Tasks and duties of each emergency squad. Sound recognition of abandon, flooding and other emergency alarms. Designated muster stations and assembly instructions. Rank specific duties and responsibilities in fire, abandon and pollution prevention emergencies.

2.2.6

LSA/FFA/Pollution Prevention Equipment

The following LSA/FFA/pollution prevention equipment locations must be shown and must be described by a responsible person designated by the master and verified that it has been understood at the time of familiarisation and periodically with each respective drill muster executed by the master as per the company’s SMS procedures: • • • • • • • • • • • • • • •

Ability to use and describe life-saving appliances and their location point on the ship’s life-saving appliances plan. Ability to use and describe fire-fighting equipment and its location point on the ship’s life-saving appliances plan. Demonstrate the donning of the fireman’s outfit and breathing apparatus. Location, use and description of pollution prevention equipment. Security procedures and equipment Personnel and duties of security watch. Access control description with video animation. Security patrols – main duties. Security patrols – action at all security levels when at port and when underway. Shipboard drills and occupational safety General requirements for crew participation in drills. Step-by-step description of abandon ship drill. Step-by-step description of a fire drill. Record-keeping. Occupational safety regarding personal protective equipment and work permit system on board.

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Figure 1 – On board drill Additional points for familiarisation for new crew members are as follows: • • • • • • • • • • • • • • •

Location of his or her cabin, the location of the nearest emergency exit and extinguisher, location of lifejackets and immersion suits, instructions on how to wear a lifejacket. Location of all of the emergency exits. Different types of alarms on board and guidance on how to deal with all types of emergencies Ship fire plan – where to find it and its purpose. Important features of the muster lists, his or her duties in the list and during emergencies. Instructions in case of an order for abandon ship. Actions in case of a man overboard. Instructions for raising the alarm in the case of an accident or emergency. Fundamentals of fire prevention on board the ship. Different types of fire extinguishers and fire systems – instructions on how they are to be used. Work with fire and watertight doors, specification of fixed fire protection systems on board. Actions to be taken in case of medical emergency before receiving further medical aid. Important instructions for various training on board. General documents and publications of the ship. Instructions for SOLAS and MARPOL.

Joining Brief On-the-job Obligations This is a normal procedure on board ships, new crew members are made aware of their obligations by a designated person, in most cases, the individual in charge of the department or command. Training includes: • • • •

Daily tasks the newest member of the crew must execute. Specific equipment that must be operated and maintained. Specific duties and ship specific manual. Any specific instructions on the parts of the machinery of the vessel that new crew member should know.

If the new member belongs to the deck department, he or she will be familiar with navigation equipment, GMDSS, steering, mooring equipment, equipment handling and more.

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If the new member belongs to the machinery department, he or she will be familiar with some equipment, maintenance procedures, and the specific duties as required to be performed as per rank and as designated by the chief engineer. Except in the performance of watchkeeping at sea or in port, the new crew members will be informed of all standing orders by the chief engineer or master.

2.2.7

Other Safety Instructions

Apart from the responsibilities and safety instructions, the officer in charge of the familiarisation training should instruct new crew members on important issues such as: • • • • • • •

Plan for waste treatment and how to store garbage on the ship. Plan to prevent pollution. Plan for ship security. Plan for ballast water management. Procedure for the release of lifeboat(s). The procedure for releasing the raft(s). Use of marine signals and pyrotechnics in case of a disaster.

It should be noted that training for life-saving appliances and fire appliances should be completed as soon as possible and no later than two weeks after receipt of the ship or the provisions of a single company shipowner. Directed Learning:  How will the superintendent assure that sufficient qualified and certificated crew have been assigned to the vessel?

Further Research:  Explain “supervised on board training”.  How will a superintendent ensure that his officers are adequately trained in navigation skills?

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3.

VESSEL AND OPERATIONS Learning Outcomes: On successful completion of this chapter, you will be aware of:  the application of immediate and future requirements in order to comply with regulations required to operate the vessel, keeping it up-to-date and seeking approval from the flag state, port state, classification society or other government bodies for any changes to the construction or equipment on board.

3.1

Dealing With New Legislation in the Future

There is a list of new legislation and rules requiring additional equipment on board and requirements for changes to the existing equipment. The superintendent should refer to the “list of amendments” (by searching on the net – all classification societies have a list of legislative requirements listed) expected to enter into force this year and in the coming years including certain other specified “effective dates” and statutory approvals. The foregoing learning objective can be achieved by taking a practical example of installing a ballast water treatment plant on board an existing vessel. This could require dry-docking or could be done without dry-docking. We will now go through the process of completing the approval process for the following subject vessel for installing a ballast water treatment plant and changing the ballast management system. The subject vessel is a 2007 built chemical tanker of 10,000 DWT.

3.2

Get Familiar with the Legislative Requirements Governmental Regulations

Several national administrations have in place additional requirements pertaining to the management of ballast water for vessels operating in their territorial waters. These requirements may necessitate additional vessel features, performance standards, equipment, reporting and record-keeping which are not included herein. Trainee and prospective superintendents are encouraged to remain current with these national administration requirements.

3.3

Ballast Water Exchange Standard

Ships performing ballast water exchange in accordance with this regulation shall do so with an efficiency of 95% volumetric exchange of ballast water. For pumping through three times the volume of each ballast water tank shall be considered equivalent to Regulation D-2, Ballast Water Performance Standard. Ships conducting ballast water management in accordance with this regulation shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension and less than 10 viable organisms per millilitre less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum dimension, and discharge of the indicator microbes shall not exceed the specified concentrations. The indicator microbes, as a human health standard, shall include:   

Toxicogenic vibrio cholerae with less than 1 colony forming unit (cfu) per 100 millilitres or less than 1 cfu per 1 gram (wet weight) zooplankton samples; Escherichia coli less than 250 cfu per 100 millilitres; and Intestinal enterococci less than 100 cfu per 100 milliliters.

3.3.1

Switch Over from Ballast Water Exchange to Ballast Water Treatment Systems

Table 1, shows the dates for ships to switch from D1 (ballast water exchange) to D2 (treatment systems), as released by the IMO, but for some reason many find it difficult to interpret because the actual date for any given ship will vary, depending on a number of factors.

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To help the confused, most classification bodies have devised a means of a tool, which enables owners to easily calculate the due date of compliance with the D2 treatment standard for any vessel. This is based on the construction date and the size of vessel – measured by ballast water capacity – and covers both vessels in service and new buildings. The calculation requires only a minimal amount of input and produces a clear illustration of a vessel’s individual timeline for compliance, suitable for fleet records. Because there is a plus/minus three-month period for scheduled surveys to be done, owners can work with system makers and dry docks to find a suitable time in the six month window.

3.4

Required Specific Certification and Documentation

The ballast water management system installed on board shall be type-approved by an IMO member state, and in order to receive the Ballast Water Treatment, BWT or BWT+, notation, specific certificates and documentation of the treatment system are to be provided to the class for record, information or reference, as appropriate. The certificate/documentation requirements are shown in Table 1 below.

Table 1 Courtesy GL Guidance to BWTS

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Table 2 Courtesy GL Guidance to BWMS In accordance with the Convention, specific documents are to be retained on board the vessel for presentation or inspection at appropriate surveys.

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3.5

Research by the Superintendent for Considerations for Chemical Carriers

3.5.1

Basic Requirements

The provisions address the special requirements associated with the treatment of ballast water from tanks located adjacent to cargo tanks or other hazardous areas on oil or chemical carriers and are to be applied in conjunction with the legislative requirements. The US Coast Guard issued its Final Rule on ballast water in June 2012. The ruling was based on the IMO’s International Convention for the Control and Management of Ships’ Ballast Water and Sediments, also referred to as the BWM Convention. This Convention isn’t in force yet, but is still being used as a guideline for other local governing bodies, including the US. The Final Rule covers several aspects of ballast water. It set the standard for the permissible concentration of living organisms in ships’ ballast water, which is then discharged into US waters. When organisms are transported from one part of the ocean to another, it can have an impact on local ecosystems, so ballast water needs to be managed. As part of this rule, a number of options for ballast water management methods were established. This includes the installation of an approved Ballast Water Management System (BWMS) as necessary, which allows a ship to remain compliant with the discharge standard. As a result of the Final Rule, many vessels found themselves needing to replace their existing BWMS. These requirements were phased-in over a series of rolling deadlines that related to the type of vessel and its ballast water capacity. In order to receive the Ballast Water Treatment, BWT or BWT+, notation, specific certificates and documentation of the treatment system are to be provided to the class.

3.6

Ballast Water Treatment Technology Options Available

A number of ballast water treatment technology options are currently available including one or more of the processes listed below. With the exception of a small number of systems, all use a two-stage approach involving mechanical separation (first stage) followed by physical/chemical treatment (second stage). It is noted that some of the available systems use a combination or two or more physical and/or chemical treatment processes: •

Mechanical Cyclonic separation, filtration.

•

Physical Ultra sound, cavitation, ultra violet, heat, de-oxygenation, coagulation.

•

Chemical Electro-chlorination, ozonation, chlorination, chlorine dioxide, advanced oxidation.

3.7

BWMS and BWTS Rules

3.7.1

BWTS Equipment Locations and Suitability

The BWTS, to the extent possible, is to be located in a non-hazardous area. Electrical equipment installed in hazardous areas is to comply with the steel vessel rules. When a BWTS is installed in the engine room of a chemical or gas carrier, to prevent the migration of gas into the engine room upon failure of a fuel containment system primary barrier, the BWTS is to be automatically shut down and isolated upon gas detection in the inter-barrier space.

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3.7.2

Ventilation Requirements

The ventilation systems serving hazardous spaces containing BWTS equipment are to comply with the legislative requirements.

3.8

Piping System

3.8.1

General

The design and installation of the piping system of a BWTS on an oil or chemical carrier are to comply with the applicable requirements.

3.8.2

Interconnection Considerations

A piping system serving or having an opening into tanks or spaces that are considered to be hazardous is likewise to be regarded as contaminated and, in general, is not permitted to enter machinery and other spaces normally containing sources of ignition due to the potential migration of flammable liquids or vapours from the hazardous area into the non-hazardous area. In association therewith, the following requirements are applicable: 1. 2. 3. 4.

5.

Ballast piping serving ballast tanks considered to be hazardous is not to enter into or be routed through any non-hazardous areas. Ballast piping serving hazardous areas is not to be interconnected with any piping system serving non-hazardous areas. BWTS piping connected to ballast piping serving hazardous areas is not to be routed into nonhazardous areas unless specifically approved isolation arrangements are provided. Where the ballast water does not need to be treated before it is discharged, the arrangements for stripping eductors situated in the cargo area using water power from the machinery spaces are to comply with the applicable arrangements required. For BWTS equipment arranged with piping components made of thermoplastic or thermosetting plastic material, it is to comply with the requirements. 







3.8.3

For guidance purposes, an approved example is where the BWT sampling units are located in a non-hazardous area such as the engine room, which are connected to a ballast piping system serving a treatment unit installed in a hazardous area such as the cargo pump room. Another specifically approved sample arrangement is where the BWT dosing units are located in a non-hazardous area such as the engine room, which serve a ballast system located in a hazardous area such as a cargo pump room. Acceptable arrangements for interconnections where the BWTS is in a non-hazardous area and serves hazardous ballast tanks in the cargo area of tankers. The ballast pumps in these arrangements are to be used only for ballasting or for driving stripping/deballasting eductors located in hazardous areas. Additional arrangements for the placement of electrical equipment in hazardous areas such as cargo pump rooms.

Safety Assessment

A safety assessment study to address the risk to the vessel and its crew is to be carried out. The scope of the assessment study is to include at least the following subjects:     

Equipment locations and hazards associated with the location. System monitoring, control and safety systems. Operational procedures for the BWTS. Maintenance requirements for the BWTS. Potential release from the BWTS.

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  

Interconnection between piping systems and hazards associated with the same. Vessel operations during ballasting and de-ballasting. Failure modes and safeguards.

The risk/safety assessment should be undertaken prior to the installation of the BWTS, so that any mitigation measures identified during the assessment study can be rectified either prior to or during installation. This safety assessment study is to be reviewed by the class to confirm the adequacy of the proposed arrangements. Relevant information resulting from this safety assessment is to be documented in the vessel’s BWMP. The next step is to find out the availability of the approved equipment as shown in Figure 2 below.

Figure 2 – Sample list of approved ballast treatment plant available from the web (http://www.classnk.com/hp/pdf/activities/statutory/ballastwater/approval_ballast_e.pdf) Ballast water treatment system selection is very much dictated by the shipower/operator. There are a number of factors including but not limited to: • • • • • • •

Capital cost (CAPEX) and operating cost (OPEX). Ship operating profile and associated ballast activities. Ballast water pump size/rate and ballast water treatment capacity requirements. Ship integration constraints, for example space and power requirements. System durability and maintenance requirements. Ease/cost of installation. Supplier credibility.

The effects that holding time has on ballast water treatment will restrict the number of system options that can be considered.

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Holding time is a system specific requirement. Depending on the specific system technology used, holding time can vary from seconds to days and may affect the time required between ballasting and deballasting operations to ensure effective treatment. As a result some treatment systems may be unsuitable for ships subject to frequent ballasting/de-ballasting. Research based on suitability of operations is to be carried out by the ships superintendent.

3.8.4

Subsequent Approval Procedure

Liaise with the vendors, find out the price and availability; check out their approvals from classification bodies as well as administration of the vessel. Make out a list of the availability of the equipment and the nearest port of fitment for the vessel. Get quotations from likely vendors for the vessels that require the equipment, or from vendors who have already fitted such equipment in your fleet. Consider spares and their availability. Fix up the supplier/vendor then consult the naval architect, discuss the ship’s drawings and required changes to the existing ship’s drawings. Send the existing ship’s drawings, vendor’s drawings, consultant drawings, vendor’s approval certificate to the class society/administration. After the approval of the same, contact the ship-yard for quotations for fitting. Get equipment fitted as per legislative requirements and complete the approval procedures with the classification body and the administration. After the verification/approval certification the vessel will have been updated for this statutory requirement and will undergo all further surveys and inspections including that of the new fittings as per statutory requirements mentioned earlier. This will be carried on throughout the life of a ship as new regulations and requirements are now in an ongoing process.

3.9

Survey Requirements

3.9.1

Initial Survey

1.

General

.1.1

Classification

An initial survey of the BWTS is to be conducted by a class surveyor to verify that the installation of the BWTS including any associated structure, fitting, arrangements and material are in compliance with the requirements of this guide, as indicated in the approved drawings/plans. .1.2

Specific Verification of Documentation

The initial survey is also to confirm that the following documentation is on board the vessel: (i) (ii)

(iii) (iv) (v)

A copy of the Type Approval Certificate of the BWTS together with a copy of the original test results for the BWTS. A statement from the IMO member state, or from a laboratory authorised by the IMO member state, confirming the electrical and electronic components of the BWTSS have been type-tested in accordance with the specification for environmental testing. Equipment manuals for the major components of the BWTS. A copy of the operations and technical manual for the BWTS specific to the vessel and approved by the IMO member state. Installation specifications of the BWTS. 33

(vi) (vii) (viii) (ix)

Installation commissioning procedures of the BWTS. Initial calibration procedures of the BWTS. A copy of the approved BWMP. Ballast water record book specific to the vessel.

The initial survey is also to verify the following (per G8 Guidelines): (i) (ii) (iii) (iv) (v) (vi)

The BWTS installation has been carried out in accordance with the manufacturer’s technical installation specifications. The BWTS is in conformity with the type approval certificate of the BWTS issued by the IMO member state or its representative. The installation of the complete BWTS has been carried out in accordance with the manufacturer’s equipment specifications. Any operational inlets and outlets are located in the positions indicated on the drawings of the pumping and piping arrangements. The workmanship of the installation is satisfactory and, in particular, that any bulkhead penetrations or penetrations of the ballast system piping are to the relevant approved standards. The control and monitoring equipment operates correctly in accordance with the manufacturer’s technical installation specifications.

3.9.2

Shipboard Function Test

After installation of the BWTS, a shipboard function test is to be carried out to the surveyor’s satisfaction at the sea or quay trial, as appropriate. The function test is to mainly demonstrate the ability of the BWTS installation to operate consistently with the ship’s normal ballast operations at the treatment rated capacity in a shipboard test cycle and reflecting the manufacturer’s specific installation criteria. There is no requirement to prove the biological efficacy of the installed BWTS. A shipboard function test plan is to be prepared and submitted to the class for approval prior to the testing.

3.9.3

Surveys After Construction

This section presents the survey requirements for the retention of the BWT or BWT+ notation: .1

Annual Surveys

An annual survey is to be conducted to retain the BWT or BWT+ notation status. At each annual survey, the BWMS is to be examined. The survey is to include the following, as applicable: (i)

A general, external examination of the structure, any equipment, systems, fittings, arrangements and material or process associated with the ballast water management plan, to confirm that they have been maintained and remain in compliance with the standards in this guide. (ii) Operation and maintenance records – the surveyor is to review the ballast water record book to confirm that the record book has been maintained and that the activities, including the maintenance of the BWMS, have been properly recorded and that the ballast water management plan is current. (iii) Ballast water management – the surveyor is to verify that an approved BWMP is on board and the information including the operational and safety procedures, qualification of the BWM officer, and crew training, is current. (iv) Control and monitoring equipment – the surveyor is to verify that control equipment that automatically monitors and adjusts the necessary treatment dosages or intensities or other aspects of the BWTS of the vessel are operating properly. This includes examination of records of the proper functioning or failure of the BWTS.

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3.9.4

Special Periodical Survey

In addition to the annual survey requirements, the BWMS equipment is to be surveyed in accordance with the classification rules for survey after construction, requirements for special periodical survey of hull, machinery, automation, and control systems, as applicable. The operation of the BWTS in accordance with the manufacturer’s technical installation specifications is to be demonstrated to the satisfaction of the attending surveyor.

3.9.5

Additional Survey

Additional survey, either general or partial, according to the circumstances, may be required after a change, replacement, or significant repair of the structure, equipment, systems and arrangements of the BWMS to verify continuing full compliance of the convention, requirements of this guide and relevant class rules.

3.10

Ship Inspections

Various types of ship inspections shall include port state, vetting, classification, along with the superintendent will be the ship inspector – be it the class surveyor or port state inspector for the purpose of this module we will just call him the “inspector” or the “surveyor”. The superintendent is responsible for maintaining the hull and machinery in accordance with the regulatory requirements. On taking over the management of a ship, he inspects the ship and then follows a procedure for inspections of the vessel at regular intervals.

3.10.1 Occasional Inspection An inspection is required to determine the overall safety condition of the ship whenever an accident occurs or whenever any repair, alteration and/or modification has been made, or when the ship is the subject of complaints.

3.10.2 Renewal Inspection The annual inspection shall be undertaken to include verification on whether: • • • • • •

All equipment is operational and in satisfactory condition for the service for which the ship is intended. Alterations have been made to the hull or superstructures which would affect the calculations determining the position of the load lines. Fittings and appliances for the protection of openings, guard rails, freeing ports and means of access to crew’s quarters are maintained in satisfactory condition. Ship documents are complete and valid. Officers and crew are adequate and duly certificated. In cases where for the overall safety of the ship when an accident occurs, hull and machinery surveys are conducted to investigate instances of damage and repair costs for vessels entered for hull and machinery cover the survey – including reporting – may be carried out by a staff surveyor, or an approved external surveyor.

3.10.3 Damage Inspection The report will include a brief outline of the circumstances and events relating to the incident, together with details and a description of the extent of the damage and an estimate of repair costs. Typically, a report will include the following documentation: • •

Master’s damage report. Chief engineer’s damage report.

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• • • • • •

Superintendent’s damage report. Relevant log book extracts. Repairer’s/specialist’s damage reports. Technical information/drawings. Relevant classification reports and records. Repairer’s invoices.

3.10.4 Preparing for a Damage Survey Guidelines have been established to help superintendents co-operate with the surveyor in the event of an incident involving damage. The superintendent is an inspector, in many cases, but the master or chief engineer may assume this role. The surveyor will present a document on boarding the vessel, showing that he or his company has been appointed by the classification society or other government body and is authorised to conduct the survey. Ideally, the master should also have been informed by the superintendent and given sufficient time to make the necessary preparations. In most instances, the information provided by the superintendent is the starting point for the surveyor. The surveyor will always welcome a first-hand account of what has happened, backed up by an appraisal of the extent of the damage. In order to assist the surveyor and save precious time, the following documentation should be made available to the surveyor: • • • • • • • •

Vessel log books, covering the relevant period. A signed statement from the master, chief engineer and/or ship’s personnel directly involved. Vessel’s ISM damage/non-conformity report. Maintenance records. Classification records. A repair specification, if available. A statement outlining the cause of the damage, in the owner’s opinion, and any documentation supporting the owner’s statement. Drawings and photographs.

The superintendent would normally express his opinion as to the cause of the damage and he should expect the surveyor to indicate whether or not he agrees with this view. The club has the right to investigate all aspects of a claim after the survey has been conducted. The club, together with the owners, is free to call for further advice and opinions. Beyond the superintendent and the surveyor, the following individuals should attend the survey whenever possible: • • •

The classification society surveyor. A representative from the repairs contractor. Appropriate officers from the vessel.

It is a great advantage to make available to the surveyor the necessary drawings, instruction manuals and associated documentation. This will speed up the inspection process by facilitating the work of the surveyor. In the context of a survey, the superintendent is synonymous with the shipowner. He presents the claim and he is the party who can order repairs to be carried out. The surveyor may agree to actions taken, or even recommend a certain course of action, but is not empowered to instruct repairers to carry out work.

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As a general matter of principle, the superintendent should describe the damage and each member of the group involved should state his views and voice any doubts or disagreement with this description. The main purpose of the survey is to come to an agreement as to cause, nature and extent of the damage. Every effort should be made to reach this agreement whilst the evidence is still available. In some instances, further records will be required and the superintendent should take the necessary steps to meet such requests as soon as possible. An estimate of the cost of repairs should be made and discussed. If repairs are to be carried out immediately, the repairers may be requested to submit a bid or discuss terms. Tenders should be invited whenever possible. This may be requested by the club. Upon request, the surveyor may assist in writing the specification. He will also give advice as to which repair yards should be involved in the tender process.

3.10.5 Repair specification A specification should be structured to cover: • • • •

Agreed damage. Any items subject to discussion. General expenses. Owner’s work (if any).

The tenderer should be asked to quote distinct prices for the specific items of work. It is also beneficial to reach an early agreement as to whether dry-docking is necessary. Before commencing repairs, the superintendent should seek the flag state, port state, classification society, or other government body’s approval of his proposed course of action. During repairs, it is the owners representatives’ duty to keep the surveyor informed and to draw to his attention any major changes in the scope of agreed work. The object is to ensure that all necessary information is conveyed to the surveyor, in good time. In the end, this will facilitate the further handling of the case. When repairs are completed, an assessment meeting should be arranged, to re-check work content and schedules and reach agreement on the time invoiced for the different items. An essential part of any survey report is a detailed presentation of all costs involved, analysed item-byitem. If the surveyor is to supply this information, very close co-operation is required with the owner’s representative. The best way to achieve this is to invite the surveyor to participate in the discussions involved in the settlement of repair invoices. This will enable him to finalise his report expeditiously. It will also ensure rapid settlement. The surveyor is required to certify that costs are fair and reasonable and that they are related directly to the damage in question. If he cannot certify this and cannot resolve outstanding issues with the owner’s representative, this fact should be stated clearly in his report. A full range of costs may be brought to the surveyor’s attention and submitted for approval, such as: • • • •

Additional costs for working overtime. Sub-contractors. Spare parts or other supplies. Work carried out by the crew in relation to damage repairs.

Should the owner choose to defer the repair of the damage (given approval by the classification society), a specification of outstanding repairs should be drawn up, agreed and form part of the surveyor’s report.

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When an owner’s representative takes the flag state, port state, classification society, or other government bodies surveyor into his confidence and maintains open communication throughout the case, there should be few if any problems in reaching a fair and amicable settlement. Where there are opposing opinions every effort will be made to resolve them. A full description of any unresolved issues will be included in the report. Directed Learning:  What is the requirement of a damage report and what elements does it cover?  How does a superintendent go about getting statutory approvals/choosing equipment/changes in vessel drawings/changes in steel structure if required?

Further Research:  Find out the legislative changes necessary for an inert gas scrubber.  Collect the data you will need to complete the required approvals.

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4.

NAUTICAL EQUIPMENT - NAVIGATIONAL AIDS AND EQUIPMENT Learning Outcomes: On successful completion of this chapter, you will understand:  the carriage requirements for ship borne navigational systems and equipment for promoting effective and safe bridge resource management.

4.1

Ship Superintendent – Marine Nautical Equipment

4.1.1

SOLAS Regulations

Principles relating to bridge design and the arrangement of navigational systems and bridge equipment procedures. All decisions made for the purpose of applying the requirements of SOLAS regulations which affect bridge design, the design and arrangement of navigational systems and equipment on the bridge and bridge procedures shall be taken, with the aim of: • • •

•

Facilitating the tasks to be performed by the bridge team and the pilot in making a full appraisal of the situation and in navigating the ship safely under all operational conditions. Promoting effective and safe bridge resource management. Enabling the bridge team and the pilot to have convenient and continuous access to essential information which is presented in a clear and unambiguous manner, using standardised symbols and coding systems for controls and displays. Indicating the operational status of automated functions and integrated components, systems and/or sub-systems; allowing for expeditious, continuous and effective information processing and decisionmaking by the bridge team and the pilot; preventing or minimising excessive or unnecessary work and any conditions or distractions on the bridge which may cause fatigue or interfere with the vigilance of the bridge team and the pilot; and minimising the risk of human error and detecting such error, if it occurs, through monitoring and alarm systems, in time for the bridge team and the pilot to take appropriate action.

4.1.2

Maintenance of Equipment

The administration shall be satisfied that adequate arrangements are in place to ensure that the performance of the equipment required by regulations is maintained. All reasonable steps shall be taken to maintain the equipment in efficient working order, malfunctions of that equipment shall not be considered as making the ship un-seaworthy, or as a reason for delaying the ship in ports where repair facilities are not readily available, provided suitable arrangements are made by the master, to take the inoperative equipment or unavailable information into account in planning and executing a safe voyage, to a port where repairs can take place.

4.1.3

Electromagnetic Compatibility

Administrations shall ensure that all electrical and electronic equipment on the bridge or in the vicinity of the bridge, on ships constructed on or after 1 July 2002, is tested for electromagnetic compatibility, taking into account the recommendations developed by the organisation. Electrical and electronic equipment shall be installed so that electromagnetic interference does not affect the proper functioning of navigational systems and equipment. Portable electrical and electronic equipment shall not be operated on the bridge if it may affect the proper function of navigational systems and equipment.

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Approval, surveys and performance standards of navigational systems and equipment and voyage data recorder: • •

Systems and equipment required to meet the requirements of Regulations 19 and 20 shall be of a type approved by the administration. Systems and equipment, installed prior to the adoption of performance standards by the organisation, may subsequently be exempted from full compliance with such standards at the discretion of the administration, having due regard to the recommended criteria adopted by the organisation. However, for an electronic chart display and information system (ECDIS) to be accepted as satisfying the chart carriage requirement of regulation, that system shall conform to the relevant performance standards not inferior to those adopted by the organisation in effect on the date of installation, or, for systems installed before 1 January 1999, not inferior to the performance standards adopted by the organisation on 23 November 1995.

The administration may use final product verification procedures where the compliance with the type approval certificate is verified by a competent authority before the product is installed on board ships. Before giving approval to systems or equipment embodying new features not covered by this chapter, the administration shall ensure that such features support functions at least as effective as those required by this chapter. On 1 January 2011, the amendments to SOLAS as adopted by IMO Resolution MSC.282(86) entered into force. These included a number of changes to SOLAS Chapter V “Safety of Navigation”. Regulation 19 has been revised to include Electronic Chart Display and Information Systems (ECDIS) and Bridge Navigation Watch Alarm Systems (BNWAS). New and existing vessels must be fitted with these systems according to rolling timetables as detailed below.

4.1.4

Electronic Chart Display and Information System (ECDIS)

SOLAS Chapter V Regulation 19/2.1.4 which concerned the carriage of charts now reads as follows:

“All ships, irrespective of size, shall have nautical charts and nautical publications to plan and display the ship’s route for the intended voyage and to plot and monitor positions throughout the voyage. An Electronic Chart Display and Information System (ECDIS) is also accepted as meeting the chart carriage requirements of this sub-paragraph. Ships to which paragraph 2.10 applies shall comply with the carriage requirements for ECDIS detailed therein.”

When equipment, for which performance standards have been developed by the organisation, is carried on ships in addition to those items of equipment required by regulations, such equipment shall be subject to approval and shall, as far as practicable, comply with performance standards not inferior to those adopted by the organisation. The voyage data recorder system, including all sensors, shall be subjected to an annual performance test. The test shall be conducted by an approved testing or servicing facility to verify the accuracy, duration and recoverability of the recorded data. In addition, tests and inspections shall be conducted to determine the serviceability of all protective enclosures and devices fitted to aid location. A copy of the certificate of compliance issued by the testing facility, stating the date of compliance and the applicable performance standards, shall be retained on board the ship.

4.1.5 1.

Application and Requirements

Ships constructed on or after 1 July 2002 shall be fitted with navigational systems and equipment which will fulfil the regulatory requirements

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2.

Ships constructed before 1 July 2002 shall, unless they comply fully with this regulation, continue to be fitted with equipment which fulfils the requirements prescribed in Regulations V/11, V/12 and V/20 of the International Convention for the Safety of Life at Sea, 1974 in force prior to 1 July 2002.

4.1.6

Ship Borne Navigational Equipment and Systems

All ships, irrespective of size, shall have a properly adjusted standard magnetic compass, or other means, independent of any power supply, to determine the ship’s heading and display the reading at the main steering position: • • •

• •

• •

•

a pelorus or compass bearing device, or other means, independent of any power supply, to take bearings over an arc of the horizon of 360o; means of correcting heading and bearings to true at all times; nautical charts and nautical publications to plan and display the ship’s route for the intended voyage and to plot and monitor positions throughout the voyage; an Electronic Chart Display and Information System (ECDIS) may be accepted as meeting the chart carriage requirements of this sub-paragraph; back-up arrangements to meet the functional requirements, if this function is partly or fully fulfilled by electronic means; a receiver for a global navigation satellite system or a terrestrial radio navigation system, or other means, suitable for use at all times throughout the intended voyage to establish and update the ship’s position by automatic means; if less than 150 gross tonnage and if practicable, a radar reflector, or other means, to enable detection by ships navigating by radar at both 9 and 3 GHz; if the ship’s bridge is totally enclosed and unless the administration determines otherwise, a sound reception system, or other means, to enable the officer in charge of the navigational watch to hear sound signals and determine their direction; a telephone, or other means, to communicate heading information to the emergency steering position, if provided.

All ships of 150 gross tonnage and upwards and passenger ships irrespective of size shall, in addition to the requirements stated herein, be fitted with: • •

a spare magnetic compass, interchangeable with the magnetic compass as referred to in the paragraph above, or other means to perform by means of replacement or duplicate equipment; a daylight signalling lamp, or other means, to communicate by light during day and night using an energy source of electrical power not solely dependent upon the ship’s power supply.

All ships of 300 gross tonnage and upwards and passenger ships irrespective of size shall, in addition to meeting the requirements stated, be fitted with: • •

• • •

an echo-sounding device, or other electronic means, to measure and display the available depth of water; a 9 GHz radar, or other means, to determine and display the range and bearing of radar transponders and of other surface craft, obstructions, buoys, shorelines and navigational marks to assist in navigation and in collision avoidance; an electronic plotting aid, or other means, to plot electronically the range and bearing of targets to determine collision risk; speed and distance measuring device, or other means, to indicate speed and distance through the water; a properly adjusted transmitting heading device, or other means, to transmit heading information for input to the equipment fitted.

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4.1.7

Automatic Identification System (AIS)

All ships of 300 gross tonnage and upwards engaged on international voyages and cargo ships of 500 gross tonnage and upwards not engaged on international voyages and passenger ships irrespective of size shall be fitted with an Automatic Identification System (AIS), as follows: • • • • • • • • • •

ships constructed on or after 1 July 2002; ships engaged on international voyages constructed before 1 July 2002: in the case of passenger ships, not later than 1 July 2003; in the case of tankers, not later than the first survey for safety equipment on or after 1 July 2003; in the case of ships, other than passenger ships and tankers, of 50,000 gross tonnage and upwards, not later than 1 July 2004; in the case of ships, other than passenger ships and tankers, of 10,000 gross tonnage and upwards but less than 50,000 gross tonnage, not later than 1 July 2005; in the case of ships, other than passenger ships and tankers, of 3,000 gross tonnage and upwards but less than 10,000 gross tonnage, not later than 1 July 2006; in the case of ships, other than passenger ships and tankers, of 300 gross tonnage and upwards but less than 3,000 gross tonnage, not later than 1 July 2007; and ships not engaged on international voyages constructed before 1 July 2002, not later than 1 July 2008; the administration may exempt ships from the application of the requirements of this paragraph when such ships will be taken permanently out of service within two years after the implementation date specified.

AIS shall: •

• • • • •

provide automatically to appropriately equipped shore stations, other ships and aircraft information, including the ship’s identity, type, position, course, speed, navigational status and other safety-related information; receive automatically such information from similarly fitted ships; monitor and track ships; and exchange data with shore-based facilities. the requirements shall not be applied to cases where international agreements, rules or standards provide for the protection of navigational information; and AIS shall be operated taking into account the guidelines adopted by the organisation.

All ships of 500 gross tonnage and upwards shall, in addition to meeting the requirements have: • • •

•

•

a gyro compass or other means, to determine and display their heading by ship borne non-magnetic means and to transmit heading information for input to the equipment; a gyro-compass heading repeater, or other means, to supply heading information visually at the emergency steering position if provided; a gyro-compass bearing repeater, or other means, to take bearings, over an arc of the horizon of 3608, using the gyrocompass or other means. However, ships of less than 1,600 gross tonnage shall be fitted with such means as far as possible; rudder, propeller, thrust, pitch and operational mode indicators, or other means, to determine and display rudder angle, propeller revolutions, the force and direction of thrust and, if applicable, the force and direction of lateral thrust and the pitch and operational mode, all to be readable from the conning position; and an automatic tracking aid, or other means, to plot automatically the range and bearing of other targets to determine collision risk.

On all ships of 500 gross tonnage and upwards, failure of one piece of equipment should not reduce the ship’s ability to meet the requirements stated herein above.

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All ships of 3,000 gross tonnage and upwards shall, in addition to meeting the requirements, have: •

•

a 3 GHz radar or, where considered appropriate by the administration, a second 9 GHz radar, or other means, to determine and display the range and bearing of other surface craft, obstructions, buoys, shorelines and navigational marks to assist in navigation and in collision avoidance, which are functionally independent of those referred above; a second automatic tracking aid, or other means, to plot automatically the range and bearing of other targets to determine collision risk which are functionally independent of those referred above.

All ships of 10,000 gross tonnage and upwards shall, in addition to meeting the requirements, have: •

•

an automatic radar plotting aid, or other means, to plot automatically the range and bearing of at least 20 other targets, connected to a device to indicate speed and distance through the water, to determine collision risks and simulate a trial manoeuvre; and a heading or track control system, or other means, to automatically control and keep to a heading and/or straight track.

All ships of 50,000 gross tonnage and upwards shall, in addition to meeting the requirements, have: • •

a rate-of-turn indicator, or other means, to determine and display the rate of turn; and a speed and distance measuring device, or other means, to indicate speed and distance over the ground in the forward and athwart ships direction.

When “other means” are permitted under this regulation, such means must be approved by the administration in accordance with Regulation 18. The navigational equipment and systems referred to in this regulation shall be so installed, tested and maintained as to minimise malfunction. Navigational equipment and systems offering alternative modes of operation shall indicate the actual mode of use. Integrated bridge systems shall be so arranged that failure of one subsystem is brought to the immediate attention of the officer in charge of the navigational watch by audible and visual alarms and does not cause failure to any other sub-system. In case of failure in one part of an integrated navigational system, it shall be possible to operate each other individual item of equipment or part of the system separately.

4.1.8

Voyage Data Recorders

To assist in casualty investigations, ships, when engaged on international voyages, shall be fitted with a voyage data recorder (VDR) as follows: • • • •

passenger ships constructed on or after 1 July 2002; ro–ro passenger ships constructed before 1 July 2002, not later than the first survey on or after 1 July 2002; passenger ships, other than ro–ro passenger ships, constructed before 1 July 2002, not later than 1January 2004; and ships, other than passenger ships, of 3,000 gross tonnage and upwards constructed on or after 1 July 2002.

Administrations may exempt ships, other than ro–ro passenger ships, constructed before 1 July 2002 from being fitted with a VDR where it can be demonstrated that interfacing a VDR with the existing equipment on the ship is unreasonable and impracticable.

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4.1.9

Long-Range Identification and Tracking (LRIT)

The obligations of ships to transmit LRIT information and the rights and obligations of SOLAS contracting governments and of search and rescue services to receive LRIT information are established in Regulation V/19-1 of the 1974 SOLAS Convention. The LRIT system consists of the ship borne LRIT information transmitting equipment, the communication service provider(s), the application service provider(s), the LRIT data centre(s), including any related vessel monitoring system(s), the LRIT data distribution plan and the international LRIT data exchange. Certain aspects of the performance of the LRIT system are reviewed or audited by the LRIT co-ordinator acting on behalf of all SOLAS contracting governments. Directed Learning:  What are the carriage requirements for ship borne navigational systems and equipment?

Further Research:  Find out the radar system range and bearing accuracy requirements.  Superintendents need to read more at http://www.westpandi.com/Publications/News/ Archive/SOLAS - Mandatory-Requirements-for-ECDIS-and-BNWAS/#sthash.HJDNexIQ. dpuf.

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5.

HEALTH, SAFETY, SECURITY AND ENVIRONMENTAL MANAGEMENT Learning Outcomes: On successful completion of this chapter, you will be aware of: • the importance of following the Code of Safe Working Practice; • the application of correct procedures for access to holds/cargo spaces and other hazards; • the need to enforce on board understanding and executing of risk assessment procedures; • company obligations with regard to safety procedure; • the superintendent’s responsibilities for safety certification; • the need to be prepared for PSC and class surveys; • the superintendent’s responsibility towards operational readiness of life-saving appliances; and • the superintendent’s responsibility towards operational readiness of fire protection and appliances.

Job/Task Step

5.1

Hazard Type

Hazard Source

Body Parts At Risk

Severity

Probability

Risk Code

Control Method

The Code of Safe Working Practice

“It is the joint responsibility of the superintendent and the master representing the shipowner of every sea-going ship to ensure that the necessary protective equipment is available and protection measures are taken and generally that the necessary actions under the provisions of the present Law and the Regulations issued by virtue thereof for the prevention of accidents and the protection of the health of the seafarers during the sea service on board ship, are taken.”

Safety in the workplace is now one of the most important considerations of any organisation and particularly so in the maritime industry which operates in such an inhospitable environment. Mariners work in remote locations, at all hours, with limited access to health services and support. In other words, they must protect themselves and must set out with a realistic approach to health and safety. The need for a safety culture backed up by safe systems of work is absolutely imperative. This Code is addressed to everyone on a ship regardless of rank or rating because the recommendations can be effective only if they are understood by all and if all co-operate in their implementation. Those not actually engaged in a job in hand should be aware of what is being done, so that they may avoid putting themselves at risk or those concerned at risk by impeding or needlessly interfering with the conduct of the work. The Code is arranged in sections which deal with broad areas of concern. The introduction gives the regulatory framework for health and safety on board ships and overall safety responsibilities under that framework. The Code provides guidance on how superintendents and masters representing their shipowners should meet their obligations mentioned above. 45



Section 1 Section 1 is largely concerned with safety management and the statutory duties underlying the advice in the remainder of the Code. All those working on board should be aware of these duties and of the principles governing the guidance on safe practice which they are required to follow.

•

Section 2 Section 2 begins with a chapter setting out the areas that should be covered in introducing a new recruit to the safety procedures on board. It goes on to explain what individuals can do to improve their personal health and safety.

•

Section 3 Section 3 is concerned with various working practices common to all ships.

•

Section 4 Section 4 covers safety for specialist ship operations, and access to holds/cargo spaces and other hazards.

A superintendent must ensure compliance with company SMS procedures and instructions to masters.

5.2

Access to Tanks/Holds/Cargo Spaces

Entry to tanks/holds/cargo spaces should only be undertaken on the authority of a responsible ships’ officer, who should ensure prior to granting authority that the space has been adequately ventilated and, where appropriate, tested for noxious gases/oxygen content. Entry should be made where at all possible through the permanent means of access. Where this is not possible, portable ladders may be used. When necessary, lifelines and safety harnesses should be available and used. Personnel working aloft (above 2 metres) should wear a safety harness with lifeline or other arresting device and at all times a safety net should be rigged where necessary and appropriate. Additionally, where work is done over side, buoyancy garments should be worn and a lifebuoy with sufficient line attached should be kept ready for immediate use. Personnel should be under observation from a person on deck.

5.2.1

Entry into Confined Spaces

Based on the findings of the risk assessment, appropriate control measures should be put into place to protect those who may be affected. This highlights suggested control measures for entry into enclosed or confined spaces. The atmosphere of any enclosed or confined space is potentially dangerous. The space may be deficient in oxygen and/or contain flammable or toxic fumes, gases or vapours. Where possible, alternative means of working which avoid entering the space should be found. Should there be any unexpected reduction on or loss of the means of ventilation of those spaces that are usually continuously or adequately ventilated then such spaces should also be dealt with as dangerous spaces. When it is suspected that there could be a deficiency of oxygen in any space, or that toxic gases, vapours or fumes could be present, then such a space should be considered to be a dangerous space. Superintendents are to ensure that adequate instructions have been issued to shipboard management. Instructions are to include precautions on entering dangerous enclosed or confined spaces.

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The following precautions should be taken as appropriate before a potentially dangerous space is entered so as to make the space safe for entry without breathing apparatus and to ensure it remains safe whilst persons are within the space: • • • • • •

A competent person should make an assessment of the space and a responsible officer, to take charge of the operation, should be appointed. The potential hazards should be identified. The space should be prepared and secured for entry. The atmosphere of the space should be tested. A “permit-to-work” system should be used. Procedures before and during the entry should be instituted.

Where the procedures listed above have been followed and it has been established that the atmosphere in the space is or could be unsafe then the additional requirements including the use of breathing apparatus specified below should also be followed. No one should enter any dangerous space to attempt a rescue without taking suitable precautions for his own safety since not doing so would put his own life at risk and almost certainly prevent the person he intended to rescue being brought out alive.

5.2.2

Duties and Responsibilities of a Competent Person and of a Responsible Person

A competent person is a person capable of making an informed assessment of the likelihood of a dangerous atmosphere being present or arising subsequently in the space. This person should have sufficient theoretical knowledge and practical experience of the hazards that might be met in order to be able to assess whether precautions are necessary. This assessment should include consideration of any potential hazards associated with the particular space to be entered. It should also take into consideration dangers from neighbouring or connected spaces as well as the work that has to be done within the space. A responsible person is a person appointed to take charge of every operation where entry into a dangerous space is necessary. This person may be the same as the competent person or another person. Both the competent person and/or the responsible person may be a shore-side person. It is for the responsible person to decide on the basis of the risk assessment the procedures to be followed for entry into a potentially dangerous space. These will depend on whether the assessment shows: • • •

there is a minimal risk to the life or health of a person entering the space then or at any future time; there is no immediate risk to health and life but a risk could arise during the course of work in the space; or the risk to life or health is immediate.

Where the assessment shows that there is no immediate risk to health or life but that a risk could arise during the course of the work in the space the relevant precautions should be taken as appropriate. Where the risk to health or life is immediate then the additional requirements specified below are necessary. For inland water vessels such as harbour craft either or both the competent person and the responsible person may only be available from shore-based personnel. No entry into a potentially dangerous space should be made in these circumstances until such suitably qualified persons are available.

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5.3

Identifying Potential Hazards

5.3.1

Oxygen Deficiency

If an empty tank or other confined space has been closed for a time, the oxygen content may have been reduced owing to a number of reasons: • • • • •

Rusting may have occurred due to oxygen combining with steel. Oxygen absorbing chemicals may have been present. Oxygen absorbing cargoes may have been carried or gases from volatile cargoes may have displaced the oxygen in tanks. Hydrogen may have been produced in cathode-protected cargo tanks used for ballast. Oxygen may have been displaced by the use of carbon dioxide or other fire-extinguishing or firepreventing media, or inert gas in the tanks or inter-barrier spaces of tankers or gas carriers.

5.3.2

Toxicity of Oil Cargoes

Hydrocarbon gases are flammable as well as toxic and may be present in fuel or cargo tanks which have contained crude oil or its products. Hydrocarbon gases or vapours may also be present in pump rooms and cofferdams, duct keels or other spaces adjacent to cargo tanks due to the leakage of cargo. The components in the vapour of some oil cargoes, such as benzene and hydrogen sulphide are very toxic.

5.3.3

Toxicity of Other Substances

Cargoes carried in chemical tankers or gas carriers may be toxic. There is the possibility of leakage from drums of chemicals or other packages of dangerous goods where there has been mishandling or incorrect stowage or damage due to heavy weather. The trace of components in inert gas such as carbon monoxide, sulphur dioxide, nitric oxide and nitrogen dioxide are very toxic. The interaction of vegetable or animal oils or sewage with sea water may lead to the release of hydrogen sulphide which is very toxic. Hydrogen sulphide or other toxic gases may be generated where the residue of grain or similar cargoes permeates into or chokes bilge pumping systems. The chemical cleaning, painting or the repair of tank coatings may involve the release of solvent vapours.

5.3.4

Flammability

Flammable vapours may still be present in cargo or other tanks that have contained oil products or chemical or gas cargoes. Cofferdams and other spaces that are adjacent to cargo and other tanks may contain flammable vapours should there have been leakage into the space.

5.3.5

Other Hazards

Although the inhalation of contaminated air is the most likely route through which harmful substances enter the body, some chemicals can be absorbed through the skin.

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Some of the cargoes carried in chemical tankers and gas carriers are irritant or corrosive if permitted to come into contact with the skin. The disturbance of rust, scale or sludge residues of cargoes of animal, vegetable or mineral origin, or of water that could be covering such substances may lead to the release of toxic of flammable gases.

5.4

Preparing and Securing the Space for Entry

When opening the entrance to a potentially dangerous space, precautions should be taken in case pressurised or unpressurised vapour or gases are released from the space. The space should be isolated and secured against the ingress of dangerous substances by blanking off pipelines or other openings and by closing valves. Valves should then be tied or some other means used to indicate that they are not to be opened and notices placed on the relevant controls. The officer on watch should be informed. Where necessary, any sludge or other deposit liable to give off fumes should be cleaned out. This may in itself lead to the release of gases, and precautions should be taken. The space should be thoroughly ventilated either by natural or mechanical means and then tested to ensure that all harmful gases are removed and no pockets of oxygen deficient atmosphere remains. Compressed oxygen should not be used to ventilate any space. Where necessary, all pumping operations or cargo movements should be suspended when entry is being made into a dangerous space. Testing of a space should be carried out only by persons trained in the use of equipment.

Testing should be carried out before entry and at regular intervals thereafter.

If possible, the testing of the atmosphere before entry should be made by remote means. If this is not possible, the person selected to enter the space to test the atmosphere should only do so in accordance with the additional precautions, which include the wearing of breathing apparatus. Where appropriate, the testing of the space should be carried out at different levels. Some monitoring equipment is designed for personal use purely to provide a warning against oxygen deficiency and hydrocarbon concentrations when there is a change in conditions. This should not be used as a means to determine whether a dangerous space is safe to enter.

5.4.1

Testing for Oxygen Deficiency

A steady reading of 20.9% oxygen by volume on an oxygen content meter should be obtained before entry is permitted. A combustible gas indicator cannot be used to detect oxygen deficiency.

5.4.2

Testing for Flammable Gases and Vapours

The combustible gas indicator (sometimes called an explosimeter) detects the amount of flammable gas or vapours in the air. An instrument capable of providing an accurate reading at low concentrations should be used to judge whether the atmosphere is safe for entry.

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Combustible gas detectors are calibrated on a standard gas. When testing for other gases and vapours reference should be made to the calibration curves supplied with the instrument. Particular care is required should accumulations of hydrogen be suspected. In deciding whether the atmosphere is safe to work in, a “nil” reading on a suitably sensitive combustible gas indicator is desirable but, where the readings have been steady for some time, up to 1% or lower flammable limit may be accepted, e.g. for hydrocarbons in conjunction with an oxygen reading of at least 20% by volume. Direct measurement of trace components of inert gas is not required when the gas freeing of the atmosphere of a tank reduces the hydrocarbon concentration from about 2% by volume to 1% of the lower flammable limit or less in conjunction with a steady oxygen reading of at least 20% by volume, because this is sufficient to dilute the components to a safe concentration. If, before the commencement of gas freeing, the hydrocarbon concentration of a tank containing inert gas is below 2% by volume due to excessive purging by inert gas, then additional gas freeing is necessary to remove toxic products at the safe level without specialised equipment and trained personnel. If this equipment is not available for use, the period of gas freeing should be considerably extended.

5.4.3

Testing for Toxic Gases

The presence of certain gases and vapours on chemical tankers and gas carriers is detected by fixed or portable gas or vapour detection equipment. The readings obtained by this equipment should be compared with the occupational exposure limits for the contaminant given in international industry safety guides. The TLV limits should not be exceeded if the health of the persons working on the vessel is to be protected. However, it is necessary to know for which chemical a test is being made in order to use the equipment correctly and it is important to note that not all chemicals may be tested by these means. When a toxic chemical is encountered for which there is no means of testing then the additional requirements for toxicity control should also be followed. A combustible gas indicator will probably not be suitable for measuring levels of gas at or around its occupational exposure limit, where there is solely a toxic, rather than a flammable, risk. This level will be much lower than the flammable limit, and the indicator will probably not be sufficiently sensitive to give accurate readings.

5.4.4

Use of Control Systems

Entry into a dangerous space should be planned in advance and use should preferably be made of a “permit-to-work” system. Details of the arrangements to be followed in a “permit-to-work” system should be detailed in the company’s SMS. For situations for which a well-established safe system of work exists a check-list may exceptionally be accepted as an alternative to a full “permit-to-work” provided that the principles of the “permit-to-work” system are covered and the risks arising in the dangerous space are low.

5.4.5

Procedures and Arrangement before Entry

Access to and within the space should be adequate and well illuminated. No source of ignition should be taken or put into the space unless the master or responsible officer is satisfied that it is safe to do so. In all cases, rescue and available resuscitation equipment should be positioned ready for use at the entrance to the space. Rescue equipment means breathing apparatus together with fully charged spare cylinders of air, lifelines and rescue harnesses, and torches or lamp, approved for use in a flammable atmosphere, if appropriate. A means of hoisting an incapacitated person from the confined space may be required.

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The number of personnel entering the space should be limited to those who actually need to work in the space. When necessary a rescue harness should be worn to facilitate recovery in the event of an accident. At least one attendant should be instructed to remain at the entrance to the space whilst it is occupied. An agreed and tested system of communication should be established between any person entering the space and the attendant at the entrance, and between the attendant at the entrance to the space and the officer on watch. Before entry is permitted it should be established that entry with breathing apparatus is possible. Any difficulty of movement within any part of the space, or any problems if any incapacitated person had to be removed from the space, as a result of breathing apparatus or lifelines or rescue harnesses being used, should be considered and any risks minimised. Lifelines should be long enough for the purpose and capable of being firmly attached to the harness, but the wearer should be able to detach them easily should they become tangled.

5.4.6

Procedures and Arrangements During Entry

Ventilation should continue during the period that the space is occupied and during temporary breaks. In the event of a failure of the ventilation system any personnel in the space should leave immediately. The atmosphere should be tested periodically whilst the space is occupied and personnel should be instructed to leave the space should there be any deterioration of the conditions. If unforeseen difficulties or hazards develop, the work in the space should be stopped and the space evacuated so that the situation can be re-assessed. Permits should be withdrawn and only re-issued, with any appropriate revisions, after the situation has been re-assessed. If any personnel in a space feel in any way adversely affected they should give the pre-arranged signal to the attendant standing by the entrance and immediately leave the space. Should an emergency occur the general (or crew) alarm should be sounded so that back-up is immediately available to the rescue team. Under no circumstances should the attendant enter the space before help has arrived and the situation has been evaluated to ensure the safety of those entering the space to undertake the rescue. If air is being supplied through an air line to the person who is unwell, a check should be made immediately that the air supply is being maintained at the correct pressure. Once the casualty is reached, the checking of the air supply must be the first priority. Unless he is gravely injured, e.g. a broken back, he should be removed from the dangerous space as quickly as possible.

5.4.7

Procedures on Completion

On expiry of the “permit-to-work”, everyone should leave the space and the entrance to the space should be closed or otherwise secured against entry or alternatively, where the space is no longer a dangerous space, declared safe for normal entry. Additional requirements for entry into a space where the atmosphere is suspect or known to be unsafe. If the atmosphere is considered to be suspect or unsafe to enter, the space should only be entered if it is essential for testing purposes, for the safety of life or of the ship, or for the working of the ship. Breathing apparatus should always be donned.

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The number of persons entering the space should be the minimum required by the work to be performed. Except in the case of an emergency, or where impracticable because movement in the space would be seriously impeded, two air supplies as described below should be available. While working, the wearer should use the continuous supply provided from outside the space. If it becomes necessary to change over to the self-contained supply, the user should immediately exit from the space. Precautions should be taken against any disruption to the air supply while the individual is inside the enclosed space. Special attention should be given to supplies originating from the engine room. Where remote testing of the space is not reasonably practicable, or where a brief inspection only is required, a single air supply may be acceptable provided that the wearer of the breathing apparatus is so situated that he can be hauled out immediately in the case of an emergency. In addition to rescue harnesses, wherever practicable lifelines should be used. Lifelines should be attended by a person stationed at the entrance who has been trained in how to pull an unconscious person from a dangerous space. If hoisting equipment would be required for any rescue, arrangements should be made to ensure that personnel would be available to operate it as soon as necessary. When appropriate, portable lights and other electrical equipment should be of a type approved for use in a flammable atmosphere. Should there be any hazard due to chemicals, whether in liquid, gaseous or vapour form, coming into contact with the skin and/or eyes then protective clothing should be worn.

5.5

Risk Assessment

5.5.1

Risk – Analysis, Assessment and Management Systems

Risk analysis includes: • •

•

The development of a quantitative estimate of risk based on engineering evaluation and mathematical techniques for combining estimates of incident consequences and frequencies. The use of available information to estimate the risk to individuals or populations, property or the environment from hazards. Risk analysis generally contains the following steps: scope definition, hazard identification, and risk estimation. The process in which the risks of a certain activity are evaluated in quantitative terms.

Risk assessment includes: • •

The process of risk analysis and risk evaluation. The process in which analysed risk is judged for its risk management.

Risk management is the process of weighing policy alternatives and selecting the most appropriate regulatory action, integrating the results of risk assessment with additional data on social, economic and political concerns to reach a decision implying the following approach – identification of chemicals for consideration, risk assessment, risk evaluation, and risk mitigation or reduction. Risk management is a formal process for managing risks. The process consists of system definition, hazard identification, identification of accident scenarios, quantification of probabilities and consequences, assessment of risk, identification of risk control options, decision on implementation, identification and management of residual risk. Risk management includes a range of management and policy-making activities, such as agenda setting, risk reduction decision-making, programme implementation and outcome evaluation.

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Risk (safety) management is the ongoing process of controlling risk as part of the management of ship operation. It encompasses tasks such as commissioning risk assessments, making decisions about the recommendations emerging from studies, and implementing and monitoring the chosen solutions.

Figure 3 – Risk management (http://www.moorestephens.co.uk/Managed/Images/Shipping%20PE%20risks.png)

Figure 4 - Risk management system Risk Assessment Frameworks and Techniques by Arben Mulla

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5.5.2

Individual Risk and Risk Criteria

Individual risk is the frequency at which an individual may be expected to sustain a given level of harm from realisation of specified hazards. According to the IMO Individual Risk (IR), there is the risk of death, injury and ill health as experienced by an individual at a given location, such as for example a crew member, a passenger on board the ship, or a person belonging to third parties that could be affected by a ship accident. Individual risk is usually determined for the maximally exposed individual. The individual risk criteria applied, for example, in the UK specify that the “broadly acceptable” risk level is 10-6 (i.e. 1/1,000,000 – one fatality in a million inhabitants exposed) per year. In some countries, the level of individual risks above 10-4 per year are considered “unacceptable” for “voluntary” risks (i.e. risks to workers or workplace risks), which include risks associated with the workplace, such as loading, unloading and handing of dangerous goods. Risks above 10-5 per year are “unacceptable” for “involuntary” risks, which may involve members of the general public living adjacent to ports, terminals or waterways

Figure 5 Risk Assessment Frameworks and Techniques by Arben Mulla

5.5.3

Frequency and Severity Index Frequency Index

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Severity Index

Figure 6 – ISO Risk Matrix

5.6 • • •

The Ship Superintendent and Risk Assessment

Attempts to provide answers to the questions on how best to deal with risks, such as What can be done? What options are available and what are their associated trade-offs? What are the effects of current decisions on future options?

This process, which is distinct from risk assessment, involves the key stages and steps shown below. Although a large part of this process concerns the decision of policy makers of the organisation who may be superintendents themselves or superintendents as enforcers of safety culture on board have to provide on board risk assessors useful information and propositions for dealing with risks in a most effective and efficient manner for example as follows:

5.6.1

Stage 1 – Identify, Analyse and Select Decision-making Alternatives

This includes: 

Identify Key Interests Identify and solicit involvement from key interests who will be involved in the decision-making and affected by actions resulting from it.



Risk Management Strategies Identify and determine which risks are important to deal with and what key strategic decisions must be made to avoid/eliminate, reduce, transfer or retain risks.

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

Risk Management Measures – Options Generation Identify choices available to the decision makers. Identify also the factors that will influence the decisions and risk factors, as decisions are rarely based on one single factor alone.



Select Methods and Tools Select the appropriate methods and tools for the analysis of alternative options.



Option Analysis and Evaluation In the light of the results of risk assessment and other relevant evaluation, conduct specific analyses including cost-benefit analysis and appraise/weigh/compare available options.



Option Selection Select and recommend appropriate alternative approaches for implementation of risk management strategies and measures.



Residual Risks and Recommendations Identify residual risks and provide recommendations for managing them.

5.6.2

Stage 2 – Decision-making

This concerns decisions on implementation of selected risk management strategies and measures. In consultations with all interested parties, weighed alternatives are selected and decisions are made for their implementation. The decision may involve implementation of measures to reduce or eliminate unacceptable risks. When appropriate, risks are eliminated, reduced or transferred in the most cost effective manner. When they are justified, risks are retained or accepted.

5.6.3

Stage 3 – Planning: Prepare and Communicate Action Plans to Deal with Risks

This includes: • • • •

Documentation of strategies, actions, goals, and schedule dates. Emergency response and contingency planning. Transport planning. Providing supporting information needed to implement risk management strategies and measures.

5.6.4

Stage 4 – Implementation and Enforcement

The implementation or execution of risk management strategies and measures, including: • • • • • •

Implementation of risk management measures for different risks and systems components. Emergency response procedures and means. Education and training of all persons involved. Supervision, inspection and monitoring to verify compliance with regulations. Measures to compel compliance. Safety management audit.

5.6.5

Stage 5 – Follow-up and Monitoring Actions

Follow-up and monitor the effectiveness of planned actions and the continuous update of all assessments as they change due to the implementation of actions and changes in the transport system and surrounding environment with the passage of time.

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The decision-making process is a central element of risk management. It is a discipline in its own right and involves identification and assessment of alternative actions for risk management, taking into account:   

costs of actions; the likelihood of future uncertain actions that may occur if the action is taken; and the rewards or costs estimated to result.

In the shipping industry, decision-makers at all levels are continually faced with difficult decisions. A wide range of complex factors and conditions contribute to difficulties in the decision-making process. For managing risks of dangerous goods, the process involves not only consideration of technical factors, but also:    

political; social; economic; and many other factors.

Further, the process may be complicated by the variety and complexity of the choices and the environment in which they are made, multiple and often conflicting objectives, different perspectives of those who are involved and affected by risks, sensitivity of decisions and uncertainty of various variables in the decision-making process. It is, therefore, important to provide decision makers with valid, reliable and sufficient information to ensure that they have taken a decision to their best knowledge.

5.7

Risk Acceptability

An explicit evaluation of the costs and benefits requires a common unit. The common unit of measurement is suggested to be the monetary value. This is considered as the best alternative for facilitating decision-making that is consistent over different areas. In the absence of explicit cost-benefit assessment, different decisions may imply very different amounts spent to make changes at the margin. Monetary evaluation of risk reduction measures involves putting a monetary value, for example, on saving human life and environmental pollution prevention and compensation: 

How much is a human life worth?

This varies widely among countries. Many do not agree on “putting a price on human life” arguing that a human life is priceless and it is not treated as something special. Purely objective risk assessments, which may involve monetary evaluation of risks and risk reduction measures, have been criticised. The grounds for criticism is that these assessments depend upon the measurement of economic losses ignoring other essential factors, such as the long-term environmental effects, fears, shocks and other intangible effects that cannot precisely be measured, in particular in monetary terms. Some others, however, argue that people who know that they are at higher risks still do drive cars or smoke.

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Figure 7 Risk Assessment Frameworks and Techniques by Arben Mulla

5.7.1

Risk Assessment Frameworks in Shipping

In recent years, facing several challenges and increasing public concern about safety and health, the marine environment and property protection, numerous quantitative and qualitative risk assessment frameworks and techniques have been developed in the shipping industry. Risk assessment frameworks and related practices in the shipping industry: • • • • • •

Formal Safety Assessment (FSA). Safety Case (SC). Quantitative Risk Assessment (QRA). Marine Accident Risk Calculation System (MARCS). USCG Risk-Based Decision-making (RBDM) Guidelines. QRA and Risk-Effect Model (REM).

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• • •

Risk Assessment Framework for Maritime Safety Management System. Other frameworks. Marine accident/risk analysis procedures in the EU.

Example: SMA marine accident/risk analysis procedures. For a long time, risk assessment and management have been everyday human activities. However, in recent years, the perception in the field has changed considerably. Risk management has become a hot topic. In many countries, it has become an increasingly important component of industrial and national policy-making concerning many issues related to health and safety, and environmental quality. The new and more advanced technology has revolutionised the entire risk management process. By means of computers, software packages, databases and new advanced methods, many organisations in different industries and sectors are more and more accurately assessing risks. Computer tools, for example, are being developed and used in mapping risks on local and national levels. The advances in computer technology have allowed regulators and risk analysts to model and predict the levels of risks of contaminants. Based on data gathered at the source area, models can predict how far, deep, and fast contaminants will spread in the environment. This predictive ability allows regulators to more accurately define final clean-up goals and discuss the extent of remedial efforts.

5.7.2

Risk Assessment Practices in the Shipping Industry

The shipping industry shares similar characteristics with other industries and sectors described above. Considerable efforts have been made in the shipping community to establish a common understanding of risks and how best to assess them, and develop and further improve approaches, methods and techniques for assessment of risks resulting from ship operation and other related activities. Numerous risk assessment frameworks have been developed for applications in the shipping and offshore industry. They vary from highly generic models designed for general application to highly specific models designed for a particular application, for example, an activity, a risk element or issue, a site or a substance.

5.8

Company Obligations with regard to Safety Procedure

The promotion of a safety culture based on a proactive approach, as opposed to a reactive one, is important for improving safety and marine environmental protection in shipping. For that purpose, the International Maritime Organisation (IMO) has adopted the International Safety Management (ISM) Code and the use of Formal Safety Assessment (FSA) techniques in the development of new rules and regulations. In recent years, efforts have been made to adapt the FSA for specific proposes or sectors of the maritime industry, including transport of bulk dangerous cargoes and oil spills, cruise ships, container ships, and fishing industry. Shipowners and companies of ships are to maintain and operate their ships according to certain requirements. The obligations of these companies and shipowners are contained in the following instruments: • • • • •

Merchant Shipping Act. Prevention of Pollution of the Sea Act. International Safety Management (ISM) Code. International Ship and Port Facility Security (ISPS) Code. Relevant shipping circulars promulgated by MPA.

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Company means the owner of the ship or any other organisation or a marine superintendent or person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship from the shipowner, and who on assuming such responsibility, has agreed to take over all duties and responsibilities imposed by the ISM Code. The ISM Code establishes the following safety management objectives of the company:   

Provide safe practices in ship operation and working environment. Establish safeguards against all identified risks. Continuously improve safety management skills of personnel ashore and on board ships. These skills include the preparation for emergencies related to safety and environmental protection.

The ISM Code requires every company to develop, implement and maintain a safety management system (SMS) which includes these functional requirements:      

A safety and environmental protection policy. Instructions and procedures to ensure safe operation of ships, and protection of the environment, in compliance with relevant international and flag state legislation. Defined levels of authority and lines of communication between, and amongst, shore and shipboard personnel. Procedures for reporting accidents and non-conformities with the provisions of this Code. Procedures to prepare and respond to emergency situations. Procedures for internal audits and management reviews.

5.8.1

Documents and Certificates

A company that operates a ship to which the ISM Code is applicable needs to have a Document of Compliance (DOC) or an Interim DOC. A company will receive a DOC or Interim DOC after it has been verified that it complies with the relevant requirements of the ISM Code. An up-to-date copy of the DOC should be placed on board the ships operated by the company. A ship to which the ISM Code is applicable will receive a Safety Management Certificate (SMC) or Interim SMC after it has been verified that its shipboard management and its company operate in accordance with the approved safety management system.

5.8.2

Recognised Organisations

Owners or companies of ships may apply to these recognised organisations directly for company and shipboard ISM verification and certification:         

American Bureau of Shipping (ABS). Bureau Veritas (BV). China Classification Society (CCS). Det Norske Veritas (DNV). Germanischer Lloyd (GL). Korean Register of Shipping (KR). Lloyd’s Register (LR). Nippon Kaiji Kyokai (NK). Registro Italiano Navale (RINA).

5.8.3

Administration’s Audits

Most administrations retain the right to participate in the ISM audits of any ship and expect the company to fulfil its duties as a flag administration. Administration surveyors will verify the effectiveness of the safety management system during flag state inspections.

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The shipowner must report to the administration if the company that operates a ship is not the shipowner. The details of the report include:  

full name and details of the company; and the particulars and contact details of the Designated Persons Ashore (DPA).

5.9

Superintendent’s Responsibilities for Safety Certification

Surveys and certification of ships may either be carried out by the administration’s ship safety department or any one of the classification societies authorised by the flag state as Recognised Organisations (RO). In November 1999, IMO’s 21st Assembly adopted Resolution A.883(21) Global and uniform implementation of the harmonised system of survey and certification (HSSC), which is aimed at encouraging all states to implement the harmonised system of survey and certification (HSSC), even if they are not parties to the relevant protocols.

5.9.1

Application with a Recognised Organisation (RO)

Flag states approve the recognised organisations who can certify their ships and owners or companies who wish to apply for surveys and certifications for their ships may do so with any of the following ROs (examples only):          

American Bureau of Shipping (ABS). Bureau Veritas (BV). China Classification Society (CCS). Det Norske Veritas (DNV). Germanischer Lloyd (GL). Korean Register of Shipping (KR). Lloyd’s Register (LR). Nippon Kaiji Kyokai (NK). Registro Italiano Navale (RINA). Indian Register of Shipping (IRS).

5.9.2

Application for a Radio Survey

Owners or companies of ships who wish to have a radio survey carried out by a radio surveyor appointed by the administration should apply directly with any of them. Flag state will review the radio survey report submitted by the radio surveyor before issuing or endorsing the cargo ship safety radio certificate. A list of radio surveyors appointed by the flag state is available.

5.9.3

Application with the Flag States

Superintendents of ships who are applying with the flag states to conduct surveys and certification for their ships should apply to their administrations who shall deputise their surveyors for inspection and certification.

5.9.4 

Types of Ship Survey

Initial Survey A complete inspection of all the items relating to the particular certificate before the ship is put into service to ensure they are in a satisfactory condition and fit for the service for which the ship is intended.

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

Periodical Survey 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 Survey As per periodical survey but leads to the issuing of a new certificate.



Intermediate Survey Inspection of specified items.



Annual Survey 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.



Additional Survey Inspection, either general or partial according to the circumstances, to be made after a repair resulting from casualty investigations or whenever any important repairs or renewals are made.

The following is a list of certificates required on board ship relating to the harmonised system of survey and certification (some depend on type of ship):            

Passenger Ship Safety Certificate, including Record of Equipment. Cargo Ship Safety Construction Certificate. Cargo Ship Safety Equipment Certificate, including Record of Equipment. Cargo Ship Safety Radio Certificate, including Record of Equipment. Cargo Ship Safety Certificate, including Record of Equipment. International Load Lines Certificate. International Load Lines Exemption Certificate. International Oil Pollution Prevention Certificate. International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk. International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk. International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk. Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk.

5.9.5

Harmonised System Adopted in 1988

The international requirements introducing the harmonised system of survey and certification for the SOLAS and Load Lines Conventions were adopted by IMO at an International Conference on the Harmonised System of Survey and Certification held in 1988 – which itself had its origins in the 1978 Conference on Tanker Safety and Pollution Prevention which recognised the difficulties caused by the survey and certification requirements of SOLAS, the Load Lines Convention and MARPOL 73/78. The 1978 Conference called upon IMO to develop a harmonised system which would enable the surveys to be carried out at the same time. The 1988 HSSC Conference adopted Protocols to the SOLAS and Load Lines Conventions to introduce the harmonised system. Both Protocols required explicit acceptance by a specified number of states – 15 states with a combined merchant shipping fleet of not less than 50 percent of world merchant shipping tonnage – for the system to enter into force. The conditions for entry into force of the 1988 SOLAS and Load Lines Protocols were met on 2 February 1999, when Bahamas deposited instruments of accession to both instruments with IMO. Malta also recently acceded to the 1988 Protocols. The 1988 Load Lines Protocol has 36 states Parties with 58.58 percent of world merchant shipping tonnage. The 1988 SOLAS Protocol has 36 states Parties with 58.10 percent of world merchant shipping tonnage. 62

In terms of MARPOL 73/78, the Convention allowed for amendments to the certification and survey requirements to be accepted by a procedure known as “tacit acceptance”, meaning amendments enter into force on a specified date unless sufficient objections are received. As a result, MARPOL 73/78 was amended on 16 March 1990 to introduce the harmonised system of survey and certification, with the proviso that the amendments enter into force at the same time as the entry into force date of the 1988 SOLAS Protocol and the 1988 Load Lines Protocol.

5.9.6

The Harmonised System

In practice, many administrations and classification societies already operate a form of harmonised survey and certification. Moreover, a resolution adopted by the IMO Assembly in 1991, and amended in 1993 (Resolution A.718(17), as modified by Resolution A.745(18)), allowed for governments which had ratified the 1988 SOLAS and Load Lines Protocols to implement the harmonised system ahead of the entry into force date of the protocols. The harmonised system provides for:  

   

a one-year standard interval between surveys, based on initial, annual, intermediate, periodical and renewal surveys as appropriate; a scheme for providing the necessary flexibility for the execution of each survey with the provision that the renewal survey may be completed within three months before the expiry date of the existing certificate with no loss of its period of validity; a maximum period of validity of five years for all certificates for cargo ships; a maximum period of validity of 12 months for the passenger ship safety certificate; a system for the extension of certificates limited to three months to enable a ship to complete its voyage (or one month for ships engaged on short voyages); and when an extension has been granted, the period of validity of the new certificate is to start from the expiry date of the existing certificate before its extension.

The main changes to the SOLAS and Load Lines Conventions are that annual inspections have been made mandatory for cargo ships and unscheduled inspections have been discontinued. Other changes refer to survey intervals and requirements

5.10

The Need to be Prepared for Port State Control (PSC) and Class Surveys

5.10.1 PSC Inspection Objectives The objectives are as follows:  

ensuring that all ships/vessels are maintained in safe operating conditions; and ensuring that all ships/vessels comply with the requirements of national and applicable international maritime safety standards.

5.10.2 The PSC Inspection Process During a PSC inspection, the inspector will first conduct an initial inspection, which includes examination of the ship’s and crews’ certificates, an inspection of critical areas and equipment which will probably involve a fire and abandon ship drill. If the inspector is of the opinion that the vessel is substantially in compliance after the initial inspection, then no further inspection should be necessary. Therefore, it is essential that the master and crew demonstrate a positive first impression. This will reduce the time the inspector(s) is/are on board and may prevent an in depth inspection. More detailed inspection – if the ship’s or crew’s certification is incomplete or invalid, or if there are clear grounds to suspect that the ship and/or its equipment or crew may not be in substantial compliance with the requirements, a more detailed inspection will usually be undertaken.

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A more detailed inspection is expanded in scope and increases the chance of disrupting the ship’s schedule and delay in the port, if deficiencies are found that require correction or that lead to a detention. A record of serious deficiencies and detentions can lead to more frequent PSC inspections and negative PSC and safety compliance ratings on vessels and their ship managers.

5.10.3 Classification Society’s Inspection Objectives These are as follows:  

Ship classification societies set and maintain standards of safety and reliability. They provided this service to the shipper and insurer before the days of statutory control on the way ships were to be constructed and the equipment they were to carry.

A trust was established between the classification societies and the shipping industry and if a ship was “in class”, or was given the class A1 Lloyd’s, the cargo owner or underwriter could be confident that the ship was well found and had been built to the highest possible standard, that she had been surveyed during the building process and all her ancillary equipment, e.g. engines, plates etc had also been surveyed and passed as complete. Once the ship was classed by the society, it had to maintain an extensive and regular survey schedule to maintain that class, this would entail dry docking, under the society’s supervision, on board inspections and dismantling of potentially hazardous equipment for detailed examination, e.g. boilers. The shipowner could gain by having his ship in class by obtaining more favourable insurance rates and better chartering arrangements. Present day classification societies provide more than just classing and surveying ships, they also provide independent inspection agencies for states to use as supplementary to their own government surveyors. Impartial exclusive surveyors work in the interests of their principal with regard to building, accident and buying surveys. With the advent of international organisations, like the International Maritime Organisation, the classification societies realised that their control was being superseded by state legislation, over which they usually had little control. Therefore, in 1968 they formed an international association to protect their interests and to provide a unified voice in promoting improvements that they felt vital to the expanding technically complex shipping industry.

5.10.4 International Association of Classification Societies (IACS) The main aim of IACS was to maintain close co-operation with the world’s maritime industries and to consult and co-operate with relevant international and maritime organisations in the promotion of improvements of standards of safety at sea. The topics covered by IACS include:        

Bulk chemicals. Containers. Drilling units. Electrical. Engines. Fire protection. Gas tankers. Inland waterway ships.

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      

Marine pollution. Materials and welding. Mooring and anchoring. Pipes and pressure ships. Strength of ships. Subdivisions, stability and load lines. Survey reporting and certification.

Classification societies provide a useful and necessary service, though there are often doubts expressed about their impartiality and their commercialism, but overall the shipping industry must be a safer place with the knowledge that most of them provide a worthwhile and noteworthy system of accreditation. In any case, to avoid detention, the lack of valid certificates as required by the relevant instruments may warrant the detention of ships. However, ships flying the flag of states not a party to a convention or not having implemented another relevant instrument, are not entitled to carry the certificates provided for by the convention or other relevant instrument. Therefore, absence of the required certificates should not by itself constitute a reason to detain these ships; however, in applying the “no more favourable treatment” clause, substantial compliance with the provisions and criteria specified in these procedures must be required before the ship sails.

5.11

Life-saving Appliances and Arrangements

The SOLAS regulations include requirements for life-saving appliances and arrangements, including requirements for lifeboats, rescue boats and lifejackets according to the type of ship. The International Life-Saving Appliance (LSA) Code gives specific technical requirements for LSAs and is mandatory under the regulations, which require all life-saving appliances and arrangements to comply with the applicable requirements of the LSA Code.

5.11.1 Certification All life-saving appliances are to be reviewed by the superintendent for compliance with the appropriate SOLAS regulation and acceptability by the RO of the vessel at the time of installation and their condition verified at all subsequent safety equipment surveys. Any substandard or unapproved appliance or equipment is to be replaced. All survival craft are to be equipped as prescribed. Safety equipment and other materials or equipment approved by a major maritime authority, such as the Ministries of Transport, Maritime Safety Agencies, or Maritime Directorates of Australia, Brazil, Canada, China, France, Germany, Italy, South Korea Norway, Russian Federation, the UK, the USA or by an IACS member on behalf of a National Maritime Authority are acceptable for vessels registered with the Republic of Liberia. The administration will also accept equipment that has been approved under the EU Marine Equipment Directive. Manufacturers of life-saving appliances are responsible for ensuring that the standards of life-saving appliances and arrangements are in accordance with the regulations.

5.11.2 Lifejackets For ships built on or after 1 July 1998, if the adult lifejackets provided are not designed to fit persons weighing up to 140 kg and with a chest girth of up to 1,750 mm, a sufficient number of suitable accessories shall be available on board to allow such persons to be properly fitted and secured with the lifejackets provided.

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Lifejackets installed on board after 1 July 2010 shall:   

be provided in three sizes: infant, child and adult and shall be marked by either weight or height, or by both weight and height; be provided with a releasable buoyant line or other means to secure it to a lifejacket worn by another person in the water; be provided with a suitable means to allow a rescuer to lift the wearer from the water into a survival craft or rescue boat.

Inflatable life jackets are to be serviced annually at approved servicing facilities. Servicing facilities approved by a state which is party to the SOLAS Convention, and acceptable to the vessel RO or servicing facilities that has been approved by a Liberian RO on behalf of a party to the SOLAS Convention, are acceptable to the administration provided the approvals are in compliance with the regulations. Superintendents should consult closely with the RO when selecting a service station to ensure that the service station meets the requirements of IMO Resolutions. A sufficient number of additional lifejackets shall be provided for persons on watch for the use of remotely located survival craft stations. The designated lifejackets provided for persons on watch shall be stowed on the bridge, in the engine room and other manned work stations

5.11.3 Immersion Suits and Thermal Protective Aids Inspection, testing and repairing of immersion suits: 

Monthly and Annual Visual Inspection Selected and trained members of the crew may conduct the monthly and annual visual inspection of the immersion suits on board the vessel.



Air Pressure Test Seams and closures of immersion suits shall be tested in accordance with the regulations, e.g. immersion suits less than 10 years old once every three years and immersion suits over 10 years old every other year. All repairs shall be completed by an authorised repair facility.



Air Test by Ship’s Crew Although regulations states it is preferable to have the air pressure test conducted at a suitable shorebased facility equipped to make any repairs in accordance with the manufacturer’s recommendation, allowances are given for the air pressure test to be conducted on board, provided the ship has suitable equipment to conduct the test and the test crew is properly trained. If the ship operator elects to conduct the air test of the immersion suits on board they may do so, provided the ship is in possession of the manufacturer’s immersion suit service manual and any necessary test kit(s).

The selected crew members shall be trained in the procedures and instructions in the manufacturer’s service manual regarding the monthly, annual, and three year tests and inspections of the immersion suits on board the vessel as in the regulations. A company training course may be used to satisfy this requirement. Procedures for the monthly, annual and three-year testing and inspection of the immersion suits shall be incorporated into the company’s safety management system provided to the ship and in the vessel’s safety management manual. The annual and three year inspection and testing of the immersion suits requiring the air pressure test shall be performed to the satisfaction of the attending class surveyor.

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The results of the inspections shall be recorded in the vessel’s official logbook and any safety equipment inspection logbook maintained by the vessel. Annual and three year inspection and testing of the immersion suits by the crew shall be to the satisfaction of the attending class surveyor and would be acceptable for meeting the safety equipment certificate annual survey requirements. The administration defines warm climates as being those between 32o North and 32o South latitudes. For vessels, other than bulk carriers operating exclusively within this trading zone, immersion suits and thermal protective aids will not be required. However, thermal protective aids are an integral part of survival craft and rescue boat equipment and must be provided regardless of vessel route. The administration defines cold climates as the areas of operation above 50o N and below 50o S latitudes. For the prolonged operation of vessels with open lifeboats in cold climates, the administration requires that immersion suits constructed in accordance with LSA Code be provided for all persons on board. Existing cargo ships subject to these regulations, and any new cargo ships constructed after 1 July 2006, shall carry immersion suits for every person on board, no later than the first safety equipment survey on or after 1 July 2006. In addition, any ship subject to this regulation shall also provide additional immersion suits to allow quick access for individuals working at some distances from where their immersion suits are stowed would be similar to the protection afforded by the requirement for an additional liferaft fitted forward and/or aft as required by SOLAS Regulation III/31.1.4, and the additional lifejackets required by Regulation III/7.2.2. As an example, in addition to the immersion suit for every person carried on board, the ship shall be required to carry at least two additional immersion suits of adequate size near the additional liferaft(s) when remotely located either forward or aft, so that the immersion suits may be readily available to crew working out on deck away from the accommodation. A number of additional immersion suits may also be required at other locations, the vessel’s class society surveyor determines that there are remote watch or work stations, which are located in a place, that in an emergency it is unreasonable to expect him or her to acquire the assigned immersion suit. Form E of the cargo ship safety equipment certificate: The total number of immersion suits on board is required to be listed, This number should include the immersion suits required for every person on board and the additional required for any watch or work stations which are considered “remote locations”. Thus, in most cases, the number of immersion suits should be more than the number listed. If the total number of immersion suits required for every person on board is less than the total listed then, the superintendent has the option to request the class society to reduce the number, or to provide additional immersion suits to match the number. In making this decision, the superintendent should consider the possible future need to carry additional persons on board and the requirement to provide additional immersion suits and other life-saving appliances. Immersion suits and thermal protective aids are to be assigned by the master. It is recommended that they should be kept in staterooms along with life jackets. An immersion suit shall be assigned for every person assigned to crew the rescue boat, and shall be readily accessible. The immersion suits required may be used to comply with the immersion suits required for the rescue boat crew.

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For cargo vessels less than 85 meters in length operating above 32o North and below 32o South latitudes where only liferafts are carried in accordance with regulation, all persons are to be provided with immersion suits. In general, immersion suits should not be worn when boarding totally enclosed lifeboats. While abandon ship drills are a good opportunity to examine and demonstrate the use of immersion suits, crew training during these drills should emphasise that immersion suits are intended primarily to ensure thermal protection in cases where the totally enclosed lifeboat cannot be embarked on.

5.11.4 Extension of Servicing Requirement for Life-saving Equipment If suitable service stations are not available at the port of survey for the inflatable liferafts, inflatable lifejackets, marine evacuation systems, and inflated rescue boat an extension of the applicable statutory certificate may be authorised by the office of the deputy commissioner. The vessel operator in need of such an extension should contact the administration.

5.11.5 EPIRB Maintenance Requirements Please refer to MSC Resolution 152(78) modified Regulation IV/15. 9 of reference (b). It states as follows:

“Satellite EPIRBS shall be annually tested for all aspects of operational efficiency, with a special emphasis on checking the emission on operational frequencies, coding and registration, at intervals as specified below: .1

on passenger ships, within three months before the expiry date of the passenger ship safety certificate; and

.2

on cargo ships, within three months before the expiry date, or three months before or after the anniversary date of the cargo ship safety radio certificate, subject to maintenance at intervals not exceeding five years, to be performed at an approved shore-based maintenance facility.”

5.11.6 Short Term Permit to Carry a Number of Persons in Excess of that allowed by the Safety Equipment Certificate On occasion, it may be necessary for a vessel to temporarily carry persons on board in excess of the maximum number of persons authorised by the vessel’s safety equipment certificate or MODU/MOU certificate, as applicable. When physically possible, the installed lifeboats should be recertified to provide the necessary capacity. If the existing lifeboats are already certified to their maximum capacity, the administration may allow, for legitimate verifiable reasons, the substitution of inflatable liferaft capacity appropriately installed in accordance with regulatory requirements to augment the required lifeboat complement as a temporary measure of equivalency. Temporary measures will be limited to the minimum period of time required for the additional persons to be on board, and in general will not exceed three months. This accommodation will only be allowed with the specific approval of the office of administration, provided:

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     

The additional persons are limited to a reasonable number. Additional liferafts are installed on the vessel in order to maintain the minimum survival craft capacity for all persons on board. The necessary additional personal life-saving appliances are provided. Immersion suits are provided for the additional persons if the vessel transits above 32o North or below 32o South. The vessel does reasonably adhere to the appropriate accommodation provisions. The vessel’s master shall ensure that the additional persons are briefed on the vessel’s evacuation and emergency procedures prior to the vessel getting underway.

The superintendent through the vessel’s master shall ensure that the procedures in the vessel’s approved ship security plan are followed regarding accounting for and identifying all persons on board. The vessel’s master shall ensure that all of the additional persons have proper identification and, if applicable, passports prior to the vessel getting underway with the additional persons on board. The names and identification documents for each additional person must be entered on the vessel’s muster list or other appropriate document in accordance with the approved ship security plan. Without this information the vessel may be denied entry into ports with the additional persons on board. When entering a port the ship must notify the port authorities that the additional persons are on board.

5.12

General Requirements for the Maintenance and Inspection of Fire Protection Systems and Appliances

Operational readiness: 



All fire protection systems and appliances should be, at all times, in good order and available for immediate use while the ship is in service. If a fire protection system is under repair, then suitable arrangements, acceptable to the recognised organisation that issued the pertinent safety certificate, shall be made to ensure safety is not diminished. In cases where the recognised organisation which has issued the vessel’s statutory certificate determines that the equipment does not comply with the requirements of the corresponding mandatory regulations, they must request to the administration for the issuance of the relevant conditional statutory certificate prior to sail, as per the Merchant Marine Circular No 156.

5.12.1 Maintenance and Testing Instructions for on board maintenance, not necessarily by the ship’s crew, and testing of active and passive fire protection systems and appliances should be easily understood, illustrated wherever possible, and, as appropriate, should include the following for each system or appliance:    

maintenance and repair instructions; schedule of periodic maintenance; list of replaceable parts; and log for records of inspections and maintenance, listing identified non-conformities and their targeted completion dates.

5.12.2 Weekly Testing and Inspections Weekly testing inspections shall be carried out to ensure that:  

all public address systems and general alarm systems are functioning properly; and breathing apparatus cylinders do not present leakages.

5.12.3 Monthly testing and inspections Monthly inspections should be carried out to ensure that:

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  

all fireman’s outfits, fire extinguishers, fire hydrants, hose and nozzles are in place, properly arranged, and are in proper condition; all fixed fire-fighting system stop valves are in the proper open or closed position, dry pipe sprinkler systems have appropriate pressures as indicated by gauges; and all fire pumps are operated.

5.12.4 Quarterly Testing and Inspections Quarterly inspections should be carried out to ensure that:   

the international shore connection is in proper condition; lockers providing storage for fire-fighting equipment contain proper inventory and equipment is in proper condition; and all fire doors and fire dampers are tested for local operation.

5.12.5 Annual Inspections Annual inspections should be carried out to ensure that:       

fire detection systems are tested for proper operation, as appropriate; all fire doors and dampers are tested for remote operation; all accessible components of fixed fire-fighting systems are visually inspected for proper condition; all hydrants are tested for operation; all antifreeze systems are tested for proper solutions; all fire hoses are hydrostatically tested; and control valves of fixed fire-fighting systems should be inspected.

5.12.6 Five-year Service At least once every five years, the control valves of fixed fire-fighting systems should be internally inspected.

5.13

Specific Requirements for the Maintenance and Inspection of Fire Extinguishers, including Portable and Semi-portable Units of all Types

5.13.1 Annual Maintenance All fire extinguishers must be checked for proper location, charging pressure and condition, according to the ship’s fire plan. Extinguishers should be subject to periodical inspections in accordance with the manufacturer’s instructions and serviced at intervals not exceeding one year. During these examinations, plastic collars etc, which may conceal the condition of steel underneath, should be removed. Service and inspection should only be undertaken by, or under the supervision of, a person with demonstrable competence or an accredited service company, based on the inspection guide of the Resolution A 951(23). The competent person may be either a member of the ship’s crew who is trained and assigned to carry out this work or an accredited service company. All the extinguishers should be provided with a sign indicating they have been examined and a visual indication of discharge. Records of inspections should be maintained. The records should show the date of inspection, the type of maintenance carried out and whether or not a pressure test was performed. Instructions for recharging extinguishers should be supplied by the manufacturer and be available for use on board.

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The charges of portable fire extinguishers should be renewed if, on checking, there is any indication of deterioration in the contents, but in any case after five years. Carbon dioxide extinguishers and gas expellant cartridges should be recharged or renewed if gas loss by weight exceeds 10% of the original charge. Dry powder extinguishers may suffer from compaction when subject to vibration. At least one should be discharged annually and the retention of contents checked. When the retention is found to be in excess of 15% of the initial charge further extinguishers should be discharged to determine that compaction is occurring. Any extinguisher or bottle which has excessive corrosion shall be replaced.

5.13.2 Two-year Service Every two years, portable fire extinguishers shall be checked by a service agent or facility certified by the manufacturer to perform this type of work and accepted by the recognised organisation issuing the pertinent safety certificate. Every other year, these checks shall be carried out either by a service agent or facility (certified and accepted) or by a deck or engine officer trained and assigned to this duty. Five-year Service At least one extinguisher of each type manufactured in the same year and kept on board a ship should be test discharged at five year intervals (as part of a fire drill). Ten-year Service Containers of permanently pressurised and non-permanently pressurised portable fire extinguishers together with propellant cartridges should be hydraulically pressure tested in accordance with the recognised standard or the manufacturer at intervals not exceeding 10 years. The hydrostatic testing shall be carried out by an accredited service company or test facility. Test pressure and test date must be marked clearly on each extinguisher (hard-stamping is only acceptable for CO2 extinguishers and propellant bottles). This test shall not be carried out on board. Following the hydrostatic testing, a thorough inspection and internal examination must be carried out prior to recharging. Test records or a certificate must be provided and retained on board for inspection.

5.13.3 Spare Charges, Additional Fire Extinguishers and Refilling of Extinguishers Spare charges shall be provided for 100% of the first 10 extinguishers and 50% of the remaining fire extinguishers capable of being recharged on board. Not more than 60% total spare charges are required. Instructions for recharging shall be carried on board. For fire extinguishers which cannot be recharged on board, additional portable fire extinguishers of the same quantity, type, capacity shall be carried in lieu of spare charges. Periodic refilling of the cylinders should be in accordance with the manufacturer’s recommendations. Only refills approved for the extinguisher may be used for recharging. Partially emptied extinguishers should be recharged.

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Vessels constructed on or after 1 January 2009 should use the table shown in MSC.1/Circ 1275 as reference for the number and arrangement of portable fire extinguishers in accommodation spaces, service spaces, control stations machinery spaces of category A, other machinery spaces, cargo spaces, weather deck and other spaces on board ship. A portable fire extinguisher required for a small space may be located outside and near the entrance to that space. If the wheelhouse is adjacent to the chartroom and has a door giving direct access to the chartroom, no additional fire extinguisher is required in the chartroom. The same applies to safety centres if they are within the boundaries of the wheelhouse in passenger ships. Two portable fire extinguishers, each having a capacity of no less than 6kg of dry powder or equivalent, should be provided when dangerous goods are carried on the weather deck, in open ro-ro spaces and vehicle spaces, and in cargo space as appropriate. Two portable fire extinguishers, each having a suitable capacity, should be provided on the weather deck for tankers. No portable fire extinguisher needs to be provided in cargo holds of containerships if motor vehicles with fuel in their tank for their own propulsion are carried in open or closed containers.

5.14

Specific Guidelines for Maintenance and Inspection of Fixed Gas Fireextinguishing Systems

An on board maintenance plan should be included in the ship’s safety management system and should be based on the system manufacturer’s recommendations. In addition to the general requirements for the maintenance and inspection of fire-protection systems and appliances, the fixed gas fire-extinguishing systems must comply with the following inspection plan:

5.14.1 Monthly Inspections At least every 30 days a general visual inspection should be made of the overall system condition for obvious signs of damage, and should include verification that:      

all releasing controls are in the proper position and readily accessible for immediate use; all discharge piping and pneumatic tubing is intact and has not been damaged; all high pressure cylinders are in place and properly secured; the alarm devices are in place and do not appear damaged; all the installation using extinguishing gas are free from leakage; and all stop valves are in the closed position.

In addition, on low pressure systems the inspections should verify that:     

the pressure gauge is reading in the normal range; the liquid level indicator is reading within the proper level; the manually operated storage tank main service valve is secured in the open; position; and the vapour supply line valve is secured in the open position.

5.14.2 Quarterly Inspections All CO2 bottle connections for cable operating system clips should be checked for tightness on fixed fireextinguishing installations.

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5.14.3 Annual Inspections The following minimum level of maintenance and inspections should be carried out in accordance with the system manufacturer’s instructions and safety precautions: 





 

the boundaries of the protected space should be visually inspected to confirm that no modifications have been made to the enclosure that have created uncloseable openings that would render the system ineffective; all storage containers should be visually inspected for any signs of damage, rust or loose mounting hardware. Cylinders that are leaking, corroded, dented or bulging should be hydrostatically retested or replaced; system piping should be visually inspected to check for damage, loose supports and corrosion nozzles should be inspected to ensure they have not been obstructed by the storage of spare parts or a new installation of structure or machinery; the manifold should be inspected to verify that all flexible discharge hoses and fittings are properly tightened; and all entrance doors to the protected space should close properly and should have warning signs which indicate that the space is protected by a fixed carbon dioxide system and that personnel should evacuate immediately if the alarms sound. All remote releasing controls should be checked for clear operating instructions and indication as to the space served.

Two-yearly Inspections At least biennially (intervals of two years ± three months) in passenger and cargo ships, the following maintenance should be carried out. All high pressure cylinders and pilot cylinders should be weighed or have their contents verified by other reliable means to confirm that the available charge in each is above 90% of the nominal charge. Cylinders containing less than 90% of the nominal charge should be refilled. The liquid level of low pressure storage tanks should be checked to verify that the required amount of carbon dioxide to protect the largest hazard is available. The hydrostatic test date of all storage containers should be checked. The discharge piping and nozzles should be tested to verify that they are not blocked. The test should be performed by isolating the discharge piping from the system and flowing dry air or nitrogen from test cylinders or suitable means through the piping. In addition, the following maintenance should be carried out by service technicians/specialists trained to standards accepted by the administration: 





where possible, all activating heads should be removed from the cylinder valves and tested for correct functioning by applying full working pressure through the pilot lines. In cases where this is not possible, pilot lines should be disconnected from the cylinder valves and blanked off or connected together and tested with full working pressure from the release station and checked for leakage. In both cases, this should be carried out from one or more release stations when installed. If manual pull cables operate the remote release controls, they should be checked to verify the cables and corner pulleys are in good condition and freely move and do not require an excessive amount of travel to activate the system; all cable components should be cleaned and adjusted as necessary, and the cable connectors should be properly tightened. If the remote release controls are operated by pneumatic pressure, the tubing should be checked for leakage, and the proper charge of the remote releasing station pilot gas cylinders should be verified. All controls and warning devices should function normally, and the time delay, if fitted should prevent the discharge of gas for the required time period; and after completion of the work, the system should be returned to service. All releasing controls should be verified in the proper position and connected to the correct control valves. All pressure switch interlocks should be reset and returned to service.

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All stop valves should be in the closed position.

5.14.4 Ten-year Service High pressure cylinders should be subject to periodical tests at intervals not exceeding 10 years. At the 10-year inspection, at least 10% of the total number provided should be subjected to an internal inspection and hydrostatic test. If one or more cylinders fail, a total of 50% of the on board cylinders should be tested. If further cylinders fail, all cylinders should be tested. Flexible hoses should be replaced at the intervals recommended by the manufacturer and not exceeding every 10 years. Hydrostatic testing for the fixed CO2 system shall be carried out by a servicing facility or agent which has been certified by the manufacturer to perform this type of work and accepted by the recognised organisation issuing the pertinent safety certificate. Test certificates must be provided and kept on board for inspections. Test date and pressure must be stamped on each bottle. This test shall not be carried on board. For subsequent 10-year services, alternation of the inspected cylinders must be carried out, i.e. different cylinders must be inspected from those done in the previous services if 100% of them were not inspected. Generally, ships of 10 years or older coming into a classification society registry will be required to carry out this test at the next scheduled dry-docking.

5.14.5 Additional Requirements for Halon Systems Halon installations of fire-extinguishing systems on board ships, of which the keel was laid or at a similar stage of construction on or after October 1994 are prohibited. Moreover, full-scale tests of Halon fire-extinguishing systems on board ships are prohibited since January 1992 in accordance with Resolution A.719(17)/2(b). However, an annual leakage check shall be carried out as per as MSC/Circ 600. The chief engineer can carry out this test if provided with the proper equipment and training. During the annual leakage check, if any cylinder showing signs of leakage, loss of contents exceeding 5% from the installed quantity, signs of mechanical damage or excessive corrosion, must be withdrawn from service.

5.15

Specific Guidelines for Maintenance and Inspection for Fixed Foam Fireextinguishing Systems

The first periodical control of foam concentrates stored on board should be performed not more than three years (from the original installation date), after that, every year; However, the chemical stability test for protein-based alcohol-resistant foam concentrate should be performed prior to delivery to the ship and annually thereafter. A record of the age of the foam concentrates and of subsequent control should be kept on board, readily available for inspection. In accordance to MSC/Circ 1312, MSC/Circ 670 and MSC/Circ798 the tests, control or analysis of foam will be performed by an independent or manufacturer’s laboratory, which is accepted by the recognised organisation issuing the pertinent safety certificate.

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5.16

Specific Guidelines for Maintenance and Inspection of Fixed Dry-Powder Fireextinguishing Systems

5.16.1 Annual Inspections The system should be inspected and the dry powder charge should be agitated with moisture free nitrogen, using “bubbling” connections where provided. Note that due to the powder’s affinity for moisture, any nitrogen gas introduced for agitation must be moisture free.

5.16.2 Two-yearly Inspections In addition to the regular shipboard inspections, the systems should be inspected at least once every two years by an accredited service agent. This inspection should include: • • •

blow-through with nitrogen to ensure associated pipes and nozzles are clear; operation test of local and remote controls and section valves; and contents verification of propellant gas cylinders containing nitrogen (including remote operating stations).

Sample dry powder test for moisture absorption should be carried out by an accredited company ashore. The powder containment vessel’s safety valves and discharge hosed should be subject to a full working pressure test every two years.

5.16.3 Ten-yearly Test Powder containment vessels and associated piping should be subject to hydraulic testing carried out by an accredited service agent at intervals not exceeding 10 years. Note that the replenishment and test regime for these high-pressure nitrogen cylinders is identical to that for CO2 cylinders for fixed-gas fire extinguishing systems.

5.17

Specific Guidelines for Maintenance and Inspection of Automatic Sprinkler and Fixed Pressure Water Spray Systems

These systems should be regularly inspected to ensure that all valves are in the correct position for operation. Level and pressures should be maintained in pressurised storage tanks and there should be no obvious leakage. It should be tested by a competent person as per the manufacturer’s instructions, and as a minimum should include the following.

5.17.1 Monthly Inspections and Test Monthly inspections should be carried out to ensure that:   

the auto start function of the sprinkler system pumps automatically operate on system pressure loss; sprinkler system pressure tanks have correct levels of water as indicated by glass gauges; and all sprinkler system pumps automatically operate on reduction of pressure in the systems.

5.17.2 Quarterly Tests All automatic alarms and control gear for the sprinkler systems should be tested using the test valves and procedures for each section.

5.17.3 Annual Tests Annual tests should include:

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• • • • •

water spray fixed fire-fighting systems should be tested for correct operation; all fire pumps, including sprinkler system pumps should be flow tested to ensure design pressures and flows; sprinkler system connections from the ship’s fire main are tested for operation; alarms, pressure switches and control gear settings should be verified; and all associated relief valves should be tested.

5.17.4 Five-yearly Test In addition to the annual tests indicated above, the pressure tank and all check and control valves should be internally inspected. Also checks are to be carried out to confirm that distribution pipework is free from corrosion and blockage.

5.18

Self-contained Breathing Apparatus (SCBA), Emergency Escape Breathing Devices (EEBDs) and Compressed Air Cylinders for Survival Craft Air Systems

Weekly testing inspections shall be carried out to ensure that breathing apparatus cylinders maintain charged pressure.

5.18.1 Annual inspections All SCBA and compressed air cylinders for survival craft shall be examined at least annually by an accredited company ashore. If applicable, the breathing apparatus air-recharging systems should be checked for air quality as part of the annual statutory survey for the cargo ship safety equipment certificate. EEBDs shall be examined at least annually by suitably qualified ship staff, or by an accredited service company.

5.18.2 Two-yearly Inspections All SCBA cylinders shall be checked by a service agent or facility certified by the manufacturer to perform this type of work and accepted by the recognised organisation issuing the pertinent safety certificate. Every other year, these checks shall be carried out either by a service agent or facility or by a deck or engine officer trained and assigned to this duty.

5.18.3 Five-yearly Tests of SCBA and EEBD Air Cylinders Hydrostatic testing for all SCBAs and survival craft compressed-air cylinders shall be carried out by a servicing facility or agent certified by the manufacturer to perform this type of work and accepted by the recognised organisation issuing the pertinent safety certificate once every five years or when recommended by the manufacturer if less than five years. Test certificates must be provided and kept on board for inspections. Test date and pressure must be stamped or tagged on each cylinder. This test shall not be carried on board.

5.18.4 Fire Protection – Paint Lockers Paint lockers shall be protected by: • • •

a carbon dioxide system, designed to give a minimum volume of free gas equal to 40% of the gross volume of the protected space; or a dry powder system, designed for at least 0.5 kg powder/m3; or a water spraying or sprinkler system, designed for 5 l/m2 min. Water spraying systems may be connected to the fire main of the ship; or

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•

The fitting of a portable fire extinguisher immediately outside the entrance to the paint locker. The number of portable extinguishers is to be adequate to the size of the paint locker as determined by the recognised organisation.

Note that in any case, the system shall be operable from outside the protected space.

5.18.5 SOLAS – Emergency Fire Pump This administration may accept gasoline engine driven portable emergency fire pumps on board cargo ships less than 2000 GRT. Proper precautions must be observed in the storage and handling of gasoline with this equipment.

5.18.6 Minimum Number of EEBDs in Machinery Spaces The maximum number of persons (i.e. engineers and ratings) working during a normal day of operation shall be understood as the sum of ratings (from the engine department) and engineers on the ship’s minimum safe manning certificate. If this sum exceeds six persons, then six EEBDs will be the minimum number required in machinery spaces. Directed Learning:  How can the superintendent ensure that shipboard personnel follow the correct practices for entering dangerous enclosed spaces? What is a safety culture?  How does the Code of Safe Working Practice help in instituting a safety culture in shipboard management?  What should be the superintendent’s objective with regards to the safety procedures to be undertaken? He should ensure safety at sea; Prevent human injury or loss of life; and Avoid damage to the environment with a focus on the marine environment and on property.

Further Research: As a ship superintendent using the COSWP, certify the hazard assessment for a drydocking survey of your ship: • Certify on the hazard assessment form (Appendix 24) that you have done the hazard assessment and implemented the needed controls. • Incorporate any new PPE requirements that you have developed into your written accident prevention programme.

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6.

CARGO CARRIAGE Learning Outcomes: On successful completion of this chapter, you will understand: • the limitations of cargo superintendence; • planning and co-ordinating loading and unloading of ships’ cargo; • trim, stability and longitudinal strength; • managing heavy lift operations; • project cargo handling; • preparing reports on the cargo; and • the relationships between infrastructure, conservancy, navigation and handling facilities that reflect the activities which can be organised to interface with one another for a terminal’s management.

6.1

Cargo Superintendence

The cargo superintendent’s coverage is limited to positions concerned with: • • • •

The preparation and review of stowage plans which indicate the location of cargo within assigned space aboard ship and the order in which it is to be loaded and unloaded. The interpretation and implementation of cargo stowage plans during the actual loading, stowage and unloading operations. Combined responsibility for both the planning and monitoring of marine cargo loading and stowage operations. General or administrative duties connected with the supervision or management of marine cargo planning, loading, and stowage.

The cargo superintendent directs the loading of cargo aboard vessels in accordance with approved cargo stowage plans. During the loading, the marine cargo superintendent is primarily concerned with directing or coordinating loading operations on the vessel and pier in the capacity of the employers representative. This includes making certain that cargo is stowed in accordance with the stowage plan or approving changes thereto. Also, he may represent the interests of the employer with respect to cargo loading and unloading to avoid, whenever possible, charges for detention time, extra labour time, invoking of hardship clause etc. He inspects winches, booms, hoses and other cargo handling equipment aboard the vessel as per its trade prior to loading operations, he is responsible for safety practices and accident prevention measures, investigates all stevedore detentions, extra labour and ship accounting items on the spot, and takes exception to any irregularities, infractions, or deviations from accepted practice.

6.2

Plans and Co-ordinates Loading and Unloading of Ships’ Cargo

6.2.1

Organise the Receipt and Dispatch of Cargo

Designated regulatory services’ requirements are complied with in accordance with company policies and procedures. The regulatory services may include but are not limited to – customs, governmental bodies, occupational safety and health service, insurance and surveyors. Cargo information is received and communicated to all designated parties in accordance with company policies and procedures. 78

At least four parties which may include but are not limited to – agents, ports authority, cargo owners, shipping company planners, border agency/ies.

6.2.2

Pre-plan the Cargo Operation

Estimated time of arrival is determined, and berth and adequate space are allocated and made available for the safe and efficient conduct of cargo operations. The most up-to-date work plans and cargo information are made available to designated personnel. Sufficient labour, transport, and cargo handling equipment is ordered to enable cargo operations to commence and proceed in accordance with company policies and procedures. Information required for the conduct of safe and efficient cargo operations is communicated to the parties responsible for the vessel exchange.

6.2.3

Oversee Planning During Cargo Operations

An initial stowage plan is agreed with the ship. Additional and/or cancelled cargo is recorded in accordance with company policies and procedures, and the stow plan is adjusted accordingly. The operation is monitored, and planning adjusted where necessary, to maintain safety and productivity. Designated parties are advised of any changes to plans.

6.2.4

Complete Cargo Operations

Final cargo figures (loaded and/or unloaded) are checked and final stow plan is completed in accordance with client and/or company policies and procedures. Stow plans are distributed in accordance with contractual obligations, company policies and procedures. Copies of stow plans are retained for company records in accordance with company policies and procedures. Final operation reports are produced in accordance with company policies and procedures. Follow up may include but is not limited to – departure plans, departure times, productivity rates, invoice tonnages, exception report(s).

6.3

Trim Stability and Longitudinal Strength

Basic stability concepts for the cargo superintendent are shown in Figure 8 on the following page.

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Figure 8 – Metacentric height Ship Stability Notes and Examples- Kemp and Young With reference to the above diagram we can see: • • • • •

KM = KB + BM KM = KG + GM BM=I/V GG1 (when loading) =w x d/W + w New KG = Sum of the moments about the keel/Sum of the weights

6.3.1

Shear Force

When a section such as a beam is carrying a load there is a tendency for some parts to be pushed upwards and for other parts to move downwards, this tendency is termed shearing. The shear force at a point or station is the vertical force at that point. The shear force at a station may also be defined as being the total load on either the left hand side or the right hand side of the station: load being defined as the difference between the downward and upward forces.

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6.3.2

Bending Moment

The beam which we have been considering would also have a tendency to bend and the bending moment measures this tendency. Its size depends on the amount of the load as well as how the load is placed together with the method of support. Bending moments are calculated in the same way as ordinary moments i.e. multiplying force by distance, and so they are expressed in weight-length units. As with the calculation of shear force the bending moment at a station is obtained by considering moments either to the left or the right of the station. It can be seen from an analysis of Figure 9 below that it contains three features: • • •

The greatest Bending Moment occurs at mid-length. There is a sharp discontinuity at the points where there are concentrated loads. This is similar to the shear curve for the weightless beam with point loading. There is a gradual slope where the load is uniformly distributed. This is similar to the weightless beam with a uniform load.

The zero value of the shear curve occurs at the position of maximum bending moment at mid-length.

Figure.9 – Metacentric height Ship Stability Notes and Examples – Kemp and Young

6.3.3

Application to Ships

As a ship may be considered to be a form of beam, the theory so far discussed can be applied. The loads along the ship are found by first plotting a curve of weights, each ordinate representing the average weight per unit length at that point. The weight per unit length would vary dependent upon the loading – the greater the weight the shorter the distance. A second curve is then drawn. This is the curve of up thrusts or buoyancy. Each of the curves can vary, the curve of weights is dependent on the type of loading (light or loaded conditions for example). The curve of buoyancy could be drawn for either the still water condition or for when the vessel is supported by waves at the ends (sagging) or when she is supported by a wave at amidships (hogging). 81

The difference between the curves of weight and buoyancy at any point is the load which is drawn as an ordinate at that point. Joining each ordinate gives the curve of loads and from the information on this the shear force and hence the bending moments can be found. The worked example which follows illustrates this.

Figure 10 – CMSC/Circ 920 Although today’s ships provide computerised calculations on the ship’s loading calculator, which can be verified on line and off line, the vessel will be provided with a varied standard loading condition in the vessel’s trim and stability manuals and forms for manual calculations to ensure the vessel’s stability at all times, at sea and in port.

Figure 11 – MSC/Circ 920

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The cargo superintendent along with the ship’s chief officer ensure the requirements to maintain the trim, heel and other aspects that affect the ship’s hydrostatic attitude so that rational ballasting work and maximum stripping effects can be obtained during cargo operations, the following points should be carefully considered: 1.

Hull strength (BM/SF/FL longitudinal bulkheads) should be confirmed to be within the allowable range of values.

2.

The ship’s attitude (trim, heel etc) should be within the range of limits stipulated by the terminal: • Forward draft. • Forward draft in case of mooring at SPM. • Air draft. • Trim.

3.

Heel to port, heel to starboard or upright position should be adjusted at the bell mouth position.

4.

Fenders may be damaged if the ship heels excessively during the discharging operation at the pier

5.

Care should be taken against strong winds by referring to the latest weather information. Also, the area of the hull exposed to the wind and the wind pressure should be carefully studied. (To be aware of traffic condition in the port/terminal passing the vessel which can affect vessel’s mooring and movement.)

6.4

Managing Heavy Lift Operations

Safe, successful lifting operations rely on clear leadership to encourage safety and efficiency, and the personnel performing them in accordance with company management systems, which should contain: • • • •

the commitment of senior line management to provide policy objectives; corporate HSE policies and lifting, hoisting and communications procedures in appropriate language; the provision of adequate and appropriate personnel and equipment; and the requirements for inspection, maintenance, removal of unsuitable equipment and record-keeping.

This module provides guidance to practical assistance to superintendents and the company’s management systems along with those involved with lifting operations.

6.4.1

Heavy Lifts

Heavy lifts include various items like modules and platform structures. Loads can be in all shapes, sizes and internal content, the centre of gravity of which may not be in the centre of the load. The dimensions, strength and the method of use of the lifting arrangement, including the way it is attached to the load and the lifting equipment, can affect the lifting operation. These different loads present different hazards that need to be addressed by lift planners and all those in the lifting team.

6.4.2

The Lifting Team

The competence of personnel involved in different lifting activities can vary widely, even between members of the same lifting team. Care should be taken to ensure that new members to a lifting team are appropriately competent and properly briefed.

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All personnel in the lifting team should attend and participate in pre-lift meetings, carry out pre-use inspections of lifting equipment, assist with the lifting operation; and they are able to stop any operation if they are concerned about safety. They should be conversant with and observant of the regulatory requirements for lifting operations generally, specifically the regulations and guidelines applying to the particular operation. Issues to consider include for example: • • • • • • • • • • • • •

implications of environmental/meteorological conditions; use of lifting equipment in restricted locations (headroom, access, egress and stabilising arrangements); visibility and communications during lifting operations; proximity hazards/encroachment by other cranes/lifting equipment; prevention of load striking any person or object; pre-checking of lifting equipment and identification of faults and defects; attaching, securing and detaching loads; overloading and de-rating of lifting equipment; overturning, tilting, slipping and dragging loads; not working under suspended loads; not leaving loads suspended; lifting of persons; and continuing integrity of lifting equipment and accessories.

6.4.3

Job Risk Assessment (JRA)

A suitably documented risk assessment is needed for any lift. However, this may already exist, for example for a routine lift, an operational review document and/or a site specific job risk assessment. If a risk assessment already exists then it should be reviewed for its applicability to the current situation prior to carrying out the lift. The assessment of lifting equipment should also be included in the JRA. If there is any change to the site specific JRA, then the JRA should be reviewed, updated and documented. The competent person, together with the lifting team, should carry out a site specific JRA before the work begins The competent person should ensure that appropriate controls are in place for those hazards identified in the written risk assessment such that the risks are managed as an integral part of the lift plan.

6.4.4

Vessel Stability

Vessel stability is of paramount concern to those planning lifting operations. The effects of raising loads from the deck and landing them elsewhere can affect the vessel’s motion, trim, heel and stability, depending on the weight of the load in relation to the size of the vessel and the height and position of the crane tip in relation to the centre of gravity of the vessel. This can be of note even for relatively small loads, increasing in significance for heavy lift operations, such as for example, topside modules weighing thousands of tonnes, which rely on vessel ballasting to effect the lift. When the lift is transferred to another floating unit the effects can be further complicated. Care should be taken that lift plans include proper consideration of effects on and from the stability of the vessel(s). In addition, the motion induced by changes in vessel stability can also affect the stability of the lifting equipment.

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Lifting equipment should be positioned or installed in order to: • • • • • • • • • • •

avoid striking, trapping or crushing persons; avoid striking any other asset; remove risks to persons/assets along the path of the lift; avoid the possibility of lifting loads over people; offer efficient protection to minimise the risk of striking a person where its path is likely to be above deck level and below head height; prevent trapping points or any other hazards where equipment will be able to travel, or has a luffing or slewing motion; ensure that access and egress paths, passageways and entry gaps are not compromised by risks arising from lifting operations; ensure appropriate measures are taken to prevent risks from uncontrolled movement/freefall of load or movement of lifting equipment; prevent unintentional release of a load in the event of power failure; avoid collision with other lifting equipment being used simultaneously, or with other structures; and provide suitable gates/barriers to prevent inappropriate/unsafe access to any hoist way/lift shaft.

Note: This list is not exhaustive. Lift plans should be subject to initial and individual risk assessment; this should also ensure that the lifting equipment is and remains positioned or installed such that the risk of lifting equipment or load injuring people or assets is minimised. For further reading please refer to IMCA’s Guidelines for Lifting.

6.5

Project Cargo Handling

Project cargo is a term used to broadly describe the national or international transportation of large, heavy, high value or critical (to the project they are intended for) pieces of equipment. Also commonly referred to as heavy lift, this includes shipments made of various components which need disassembly for shipment and reassembly after delivery. Project cargo is also a term used in the international insurance industry to describe Delay in Start Up (DSU) marine insurance, a specialised form of marine cargo insurance. Projects throughout the years have become more complicated, cargoes may come from several origins and all shipments need to arrive at the same time, regardless of where they are coming from. All of the transporter’s offices are required to be located in strategically important areas for the group and the customers they service. The need for comprehending the requirements of local offices and employees located in the biggest hubs of the world and a strong network of trusted partners located all around the world. The project cargo handling group is required to be able to manage even the largest projects and create competitive solutions tailored to the client’s needs. The marine superintendent should also be aware of DSU triggers and insured perils. The prerequisites to trigger a claim under a marine DSU policy fall into three categories:   

Loss due to material damage. Occurrence of a fortuitous event to the conveyance. Loss due to uncontrollable maritime events.

6.5.1

Loss Due to Material Damage

Underwriters and insureds need to exercise care if there is a significant inland transit prior to departure, or where the CIF cover is to the port of discharge. In both cases, there will be significant uninsured DSU exposures to address. 85

6.5.2

Occurrence of a Fortuitous Event to the Conveyance

In preliminary planning before placement, clients and brokers are wise to work through alternative “what if” solutions in the absence of insurance protection of the impact on revenue of loss of critical items in transit. Supplying contingency planning information for any transit losses related to critical items with a marine DSU slip, for example, would significantly influence the underwriter’s acceptance and pricing of the risk.

6.5.3

Loss Due to Uncontrollable Maritime Events

This is self-explanatory.

6.6

Preparing Reports on the Cargo Operations

Reports should include that all cargo operations are carried out in accordance with the cargo plan or other document and established safety rules and regulations, equipment operating instructions and shipboard stowage limitations. The handling of dangerous, hazardous and harmful cargoes complies with international regulations and recognised standards and codes of safe practice. Reports will include that all communications are clear, understood and consistently successful. Cargo inspections are to be carried out in accordance with laid down procedures and defects and damages are detected and properly reported.

6.6.1

Quality and Quantity

Every marine cargo superintendent’s reporting format has a different style. However, all surveys should cover a specific content range. Some superintendents use a sort of “check list” style. This is easier to write but lacks detail. A free open style on the other hand makes report writing take longer (and some insurance companies do not like to wade through all the detail) but it gives more understanding of what is going on. The preferred format is a check-list with statements and explanations. Also include the term “recommendations” in cargo reports. Different superintendents use the term differently. There is a general three level hierarchy to deficiencies: • • •

A “+” in front of the deficiency generally designates a “minor” one. A “*” in front of the deficiency generally designates a larger deficiency and a circled “R” (R) indicates a “recommendation for safety and seaworthiness”. Any deficiency that impacts on the vessel’s safety or seaworthiness is a “recommendation for correction”. These are listed again separately at the end of the survey report.

6.6.2

Measuring Cargo Quantity and Quality Reports

High value bulk commodities like crude oil, chemicals, fuels, grains, edible oils and many other product are measured, analysed and verified for shipment and inventory quantity and quality. Inspectors survey and sample representative product from bulk storage tanks, tankers, cargo ships, barges, shore storage and transfer facilities, railcars and warehouses. Chemists follow accepted industry and regulatory methods and practices to obtain accurate, reliable and repeatable results. All reports forwarded should have copies of the quality and quantity certificates.

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6.7

Terminal Operations Management

The marine superintendent is involved with various activities which include loading and unloading dry/wet bulk, containers and passengers from and to ships. The scope of which is vast and the author of this module is limiting this to suit the conceptual learning process for a marine superintendent. The loading/unloading can be through trucks, railcars and barges; sampling and grading cargoes; overseeing ship’s crew operations and assigning work; participating in maintenance and safety programmes. The superintendent should be aware of the fundamental differences between dry bulk cargo ships, general-purpose ships, liners (container, break-bulk and ro-ro) and tankers, including ore/oil and ore/bulk/oil carriers and the specialised operating requirements with the shore interface. This will then lead to an understanding of how ports structure the delivery of their respective services and the relationship between infrastructure, conservancy, navigation and handling facilities that reflect the activities which can be organised to interface with one another and typical port organisational structure which in turn may affect the vessel turn round time, cargo volume, speed of cargo handling, damage and pilferage prevention abilities and the overall safety of the vessel. Directed Learning:  How can the vessel’s turnaround time be affected by terminal operations management?  What are the requirements of cargo superintendents limited to?

Further Research:  Prepare a sample stowage plan for loading either liquid cargo or bulk grain. Write down the instructions for the responsible officer to comply with the executed plan.

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7.

REPORTS AND RECORDS Learning Outcomes: On successful completion of this chapter, you will have:  the ability to cope with the global requirements of maintaining and dealing with various ship’s reports and records.

7.1

Dealing with Reports and Records

The conventions require the carriage of certain records and documents relating to the regulations, for example, oil record book and a garbage management plan. These are usually published generically by commercial publishers in the format given in the conventions. The carriage of MLC-related certificates, documents and records is mandatory upon entry into force of the convention from 20 August 2013. Records are to be maintained of safety equipment certificates for passenger and cargo ships. Reports and records of periodical surveys of hull, machinery, boilers and safety valves and equipment must also be kept. Records are statements of what has happened, or information after the act or process. In order to demonstrate that the quality system is effective, records are required to be maintained of the activities and tasks undertaken, and the results achieved. The system thus generates a number of records, which are retained for varying periods (for example – ship’s reports which are as per the requirements stated below are to be maintained and, if required, can be requested by the superintendent to be sent to the office). A record control system should be in operation, which ensures documents, and/or other pertinent information are stored in an orderly and retrievable manner. Some records remain on the vessel, whilst others are required to be transferred to storage ashore. Each vessel has an allocated area at head office or in branch office for the storage of all quality record related information and these files may be retrieved by referencing the file location index. The retention period and disposition method are to be identified in the filing system for vessels in the shipboard manuals. The requirements for records maintained ashore are required to be stated in the respective office’s departmental manuals.

7.2

Back Up of Records

Computer systems are installed in conditions suitable for the purpose. The systems are regularly backed up to ensure the ongoing availability of the information to the company in its day-to-day operation. Data received in the office from ships will become a back-up of the ships’ records.

7.3

Updating Rules and Regulations

An extensive library may be maintained in the office of a reputable company. The company may also subscribe to an internet service, in order to access information with respect to updated rules and regulations from various sources.

7.3.1

Incoming Mail

Incoming mail to the office can be distributed by the nominated person in charge, during the morning meetings.

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Electronic mail is distributed over the network. All managers and superintendents should have full access to electronic mail/telexes/faxes.

7.3.2

Outgoing Mail

The mail packets are to be numbered for each ship in order to maintain traceability and for confirmation of delivery receipt.

7.3.3

Verbal Communications

Any telephone calls between ship and shore in which critical advice or information is exchanged must be confirmed in writing to the ship.

The superintendent has to ensure, by initiating a system by way of circulars and follow up within the existing ships reporting systems as required under the ISM Code, that all records with respect to the following have been maintained and reported regularly by the ship.

7.4

Example of a Superintendent’s Circular for the Ship’s Master and Chief Engineer

Periodical Reports to Office The periodical reports on operations, engineering, maintenance, personnel and accounts are to be forwarded to the company by courier mail where available on company stationery provided on board for this purpose. The master and heads of the department are to ensure that required periodic reports are dispatched when due, or if the vessel is at sea on the due date, on arrival at the first port. A mailing list (Form No xx) must accompany every mail packet sent from the vessel to the superintendent. The serial number on the mailing list shall start as 01____ /yr, as of 1 January every year. Reports sent by email need not be repeated on paper, unless for specific reports where originals are required. The total number of copies sent to the office should correspond with numbers shown against the individual document on the mailing list. Mail is to be sub-divided into groups, for each department in the office as per instructions on the mailing list. The mailing list is separated for convenience into each department. Bundles for each department must be accompanied by the relevant department list. The first page (TEC mailing list) bears on the right hand top corner numbered boxes, indicating papers mailed referring to each page. These are to be crossed appropriately. Reasons for delay in dispatch for any document other than the vessel being at sea, must be filled in the column provided on the mailing list form.

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All documents sent to the company must be signed by the master and/or chief engineer. A list of company stationery together with sample copies thereof is provided in the electronic format of xxx. Responsibility and guidelines for use and dispatch of individual documents is contained in this annex. The stock of company forms and stationery will be kept by the second officer/purser and indents shall be made by him well before the six monthly storing date, aiming for a minimum six month’s stock to be maintained on board at all times. Concerned departments should draw their requirement from this stock and advise their requisition requirement to second officer/purser.

7.5

Records to be Maintained by the Ship

7.5.1

Manoeuvring Information

The ability of the machinery to reverse the direction of thrust of the propeller in sufficient time, and so to bring the ship to rest within a reasonable distance from maximum ahead service speed, shall be demonstrated and recorded.

7.5.2

Coating Technical File (Void Spaces)

Specification of the coating system applied to void spaces in bulk carriers and oil tankers, records of the shipyard’s and shipowner’s coating work, detailed criteria for coating selection, job specifications, inspection, maintenance and repair should be documented in the coating technical file. A format should exist to ensure that the updated records are sent to the office.

7.5.3

Alarm Testing Systems

Records of testing of alarm systems which are retained on board are to be kept. Fire control plans and booklets which shall be kept up to date; any alterations shall be recorded as soon as practicable and reported to the office.

7.5.4

Records of On Board Training and Drills

Muster and Drills Records These must be inspected by the superintendent on his shipboard visits. Records of Emergency Training and Drills The date when musters are held, details of abandon ship drills and fire drills, drills of other life-saving appliances and on board training shall be recorded in such logbook as may be prescribed by the administration. If a full muster, drill or training session is not held at the appointed time, an entry shall be made in the logbook.

7.5.5

Radio Records

A record shall be kept, to the satisfaction of the administration and as required by the radio regulations, of all incidents connected with the radio communication service which appear to be of importance to safety of life at sea.

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Radio records may be kept in the form of incident records or journal entries. The records should be kept on board the ship for at least a year. A log in which the following are recorded as they occur, together with the time of the occurrence, unless administrations have adopted other arrangements for recording all information which the log should contain: • •

a summary of communications relating to distress, urgency and safety traffic; and a reference to important service incidents;

A log or other arrangements which the administration may have adopted for that purpose, in which a summary of communications related to distress, urgency and safety traffic shall be recorded together with the time of their occurrence.

7.5.6

Deck Log Book and Engine Log Book

All ships shall carry deck and engine log books in which, or other means by which, the performance of the ship, her machinery, boilers and other daily events including such data as the ship’s position, speed, course, weather conditions, fuel consumption, tank soundings, machinery operating pressures and temperatures and any incidents which may appear to be of importance to safety of life at sea, prevention of pollution to the marine environment etc shall be recorded indelibly in English. Such logs when entered by hand shall be signed daily by the officers of the watch and countersigned by the master or chief engineer as appropriate.

7.5.7

Records of Navigational Activities and Daily Reporting

All ships engaged on international voyages shall keep on board a record of navigational activities and incidents which are of importance to the safety of navigation and which must contain sufficient detail to restore a complete record of the voyage, taking into account the recommendations adopted by the organisation.

7.5.8

Voyage Data Recorder System – Certificate of Compliance

The voyage data recorder system, including all sensors, shall be subjected to an annual performance test. The test shall be conducted by an approved testing or servicing facility to verify the accuracy, duration and recoverability of the recorded data.

7.5.9

Ozone Depleting Substances Record Book

Each ship subject to Regulation 6.1 which has rechargeable systems that contain ozone depleting substances shall maintain an ozone depleting substances record book. International Energy Efficiency Certificate (IEE Certificate) and record of construction relating to energy efficiency are also to be kept.

7.5.10 Exhaust Gas Cleaning Systems (EGC) - MEPC.184(59) Records: • •

A record of anti-fouling systems used on board is also maintained. Ballast water record book and records of data of control equipment.

To facilitate compliance with regulation B-2, the control equipment should also be able to store data for at least 24 months, and should be able to display or print a record for official inspections as required.

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In the event the control equipment is replaced, means should be provided to ensure the data recorded prior to replacement remains available on board for 24 months (Guidelines for Approval of BW Management Systems (G8)).

7.5.11 Cargo Record Book Each ship certified to carry noxious liquid substances should be provided with a cargo record book, a procedure and arrangements manual and a shipboard marine emergency plan developed for the ship in accordance with Annex II to MARPOL 73/78 and approved by the administration; • • • •

Test report of AIS annual testing. The automatic identification system (AIS) shall be subjected to an annual test. Long range identification and tracking of ships – results of LRIT conformance. Test LRIT conformance test report.

A conformance test report should be issued, on satisfactory completion of a conformance test, by the administration or the ASP who conducted the test acting on behalf of the administration.

7.5.12 Enhanced Surveys - Documentation On Board/Survey Report File 2011 ESP Code – application: The corresponding amendment to SOLAS 74 is to be adopted by MSC 90 in May 2012 for bulk carriers and oil tankers. The owner should obtain, supply and maintain on board, a copy of which should be readily available for the surveyor. The condition evaluation should include a translation into English.

7.5.13 Survey Report File A survey report file should be a part of the documentation on board consisting of: • • •

reports of structural surveys; condition evaluation report; and thickness measurement reports.

The survey report file should be available also in the owner’s and the administration offices.

7.5.14 Condition Evaluation Report • • • • • •

Condition Assessment Scheme (CAS) statement of compliance, CAS final report and review record. Report of lightweight survey. A report of each inclining or lightweight survey carried out. Noise survey report. A noise survey report should be made for each ship in accordance with the Code on Noise Levels on Board Ships. Programme and documentation control: A careful procedure should be established so that revisions to the programme are properly tracked and forwarded to the ship. Each revision delivered to the ship should include change pages to the user’s manual and instructions on how to delete obsolete files and install replacement (revised) files. The process should include an “action complete” report back to shore-side management.

7.5.15 Reports and Records with Computer-based Systems A typical computer system collects, processes, displays, and archives data from the navigational and cargo gas and fire detection sensors on ships.

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The number and type of sensors vary according to each ship and its particular mission, but they can include oceanographic, atmospheric, navigational, maintenance and other data instruments. The ability of the system to integrate and display both raw data and processed information is vital to safe navigation, cargo and maintenance applications both during and after the voyage. Just as importantly, selected data are sent electronically to data centres where they are integrated and distributed to the concerned departments. Two computers provide the backbone to the system. One collects and processes the incoming sensor data from cargo tanks, cargo control room, bridge, engine control while the second archives it, making the data available for real-time manipulation and processing. The software used has been customised to work with the wide range of instruments aboard each type of vessel. Both raw data and processed information can be viewed in either text or graphical forms at numerous computer stations networked throughout the ship. Both computer systems are identical in their configuration so that in the event of a failure to the primary system, the backup can resume data collection immediately. Two primary types of data logging are supported by the data management system: • •

“continuous” data; and “event” data.

Data that are vital to safe navigation, VDR etc are permanently integrated into the system, recorded and processed on a continuous (i.e., real-time) basis. Examples include information from the global positioning system (GPS), gyrocompass, water depth indicators, and meteorological sensors in some type. In contrast, event data are recorded from instruments used on an “as needed” basis; for example, a cargo measuring and sampling device, “that measures conductivity for gauging and temperature at different depths”. At each step of the event (including top, middle and bottom marks), snapshots of key sensor data are automatically recorded. Thus, the user has a complete digital record of the event.

7.5.16 Planned Maintenance Systems (PMS) The development of computerised Planned Maintenance Systems (PMS) was boosted by computer development, a variety of PMS programs for shipboard use appeared, and gradually they have become more and more sophisticated and complex. Producers recognised shipping needs and most of the programs today have several (semi)independent modules and the shipping company can choose what package they want to use. Programs today do not contain only maintenance; they offer almost all of what is needed on board the ship. The most common modules in modern PMS systems include: • • • • • • • • • •

Maintenance (main and essential part of program). Drydocking. Hull inspection maintenance programme. Surveys and certificates class society integration. Stock ordering and purchase. Stock control (inventory). Safety management. Quality management. Crewing management. Crew payroll.

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• • • •

Self-assessment. Energy and environmental management. Document management systems. Enterprise reporting.

Modules can vary between different programs, but they are all based and built around one main module – maintenance. The following are an example of the superintendent’s instructions to ships for reports and records filing. This filing system is broadly divided in two groups: • •

The on board filing system – only for vessels. The parallel filing system – on board vessels and replicated in the office.

Various reports are notably copied and filed by different officers; this is solely to allow better access to relevant information and ease of workflow. However, on ships with limited space, a common office readily accessible to all concerned with a single set of files without duplication of reports may be adopted. Needless to mention, there will be various certificates/documents/reports which would need to be kept more secure and hence not in the common office. The on board documentation as required by the company’s filing system may be maintained as soft copy only. In such a case, the vessel MUST take a data backup on a monthly basis to avoid loss of records in case of failure of a single computer or system. Compliance with data backup must be checked by the master during the monthly verification checks. The important aspect being systematic record-keeping with easy retrievability. All reports/certificates related to environmental protection are to be clearly identified with “ENV”. Responsibility for filing, maintaining and the period of retention for each document has been clearly identified. In the case of the vessel being sold or if there is a change of management, the following basic guidelines apply, while document-specific guidelines are also indicated in the table: •

• • • • •

Certificate of registry, articles of agreement, radio station license, all statutory certificates, all (expired and current) COFRs, latest cargo documents, outstanding stevedore damages, outstanding claims related documents, latest accounts reports including the radio traffic account, ship security plan etc, and any other document/correspondence of future relevance are to be returned to the office. Please note, class may recall statutory certificates issued by them on behalf of flag state, in which case a receipt should be obtained indicating all certificates handed over. For all certificates/documents handed over to the new owners/managers, a list is to be made and acknowledged by the master who is taking over. This receipt must be returned to the office along with other originals. Return all software (excluding loading instrument), video training movies to the office or as specifically directed. Master and chief engineer are to identify and extract all documents/reports/records that need to be returned to the office.

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Directed Learning:  How does a superintendent cope with the global requirements of maintaining reports and records to satisfy the requirements of various conventions?

• Further Research:  Explain “ships’ auto integrated systems”.  What are the operations these systems are capable of performing?

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BIBLIOGRAPHY AND REFERENCE DOCUMENTATION • • •

i-work wise – knowledge when you need it Risk Assessment Frameworks and Techniques by Arben Mulla Ship Stability Notes and Examples – Kemp and Young

IMO Conventions Reference (R) A B C D E F

SOLAS MARPOL STCW LOADLINE MLC ILO

Statutory Reference Documents (SR) I II

COSWP ISM Code

Other References (OR) 1

Chapters 1, 5, 6 and 7 – Maritime Regulatory Framework

2

Chapter 1 – List of Certificates

3

Chapter 1 – Recognised Organisation (RO)

4

Chapters 2, 5 and 6 – Ship Inspection Report

5

Chapters 2, 5, 6 – Guidance to Masters

6

Chapter 2 – Safety Training and Familiarisation

7

Chapter 2 – Maritime Certificates

8

Chapter 2 – Safety Familiarisation Information

9

Chapter 3 – Ship Inspection Guidelines

9A

Chapter 3 – Future IMO Legislations

9B

Chapter 3 – BW Guide

9C

Chapter 3 – Guidelines and Guidance Compilations

10

Chapter 3 – Guide to Registration

11

Chapter 4 – Radar Performance Standard MSC 192 (79)

12

Chapter 4 – MSC.128 BNWAS

13

Chapter 4 – MSC.A694 GMDSS (17)

14

Chapter 5 – LSA Basic

14A Chapter 5 – HSSC Survey Guidelines 15

Chapter 5 – Maritime Labour Convention

16

Chapter 5 – Personal Protective Equipment (PPE)

17

Chapter 5 – Testing of LSA MSC.321(89)

18

Chapter 5 – Risk Assessment in Ship Management

19

Chapter 5 – Risk Management System

20

Chapter 5 – FFA Maintenance

21

Chapter 5 – Guidelines FSS

22

Chapter 5 – Life Boat Release and Retrieval Systems

23

Chapter 5 – MSC Circ LSA Code

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24

Chapter 5 – Job Haz Analysis

25

Chapter 6 – Ship Safety Guide

26

Chapter 6 – Ship Stability Notes and Examples

27

Chapter 6 – Trim and Stability Circular MSC

28

Chapter 6 – Heavy Lift

29

Chapter 6 – Loading Bulk

30

Chapter 6 – MSC.920 Model Loading and Stability Book

31

Chapter 6 – Safe Loading and Unloading of Bulk Carriers

32

Chapter 7 – Shipping Circular No 6 of 2012 Reports and Records

33

Chapter 7 – MSC.891 Use of Computers

•

Chapter 1 Reference documents: (R) A,B,C,D,E (SR) II (OR) 1,2,3.

•

Chapter 2 Reference documents: (R) B, C, D and E (SR) II (OR) 4, 5, 6, 7 and 8

•

Chapter 3 Reference documents: (R) A, B and D (SR) II (OR) 9, 9A, 9B, 9C and 10

•

Chapter 4 Reference documents: (R) A, B and C (SR) I and II (OR) 11, 12 and13

•

Chapter 5 Reference documents: (R) A, B, C, D, E and F (SR) I and II (OR) 14, 14A, 15, 16, 17, 18, 19, 20, 21, 22, 23 and 24

•

Chapter 6 Reference documents: (R) D (SR) II (OR) 25, 26, 27, 28, 29, 30 and 31

•

Chapter 7 Reference documents: (R) A, B, C, D and E (SR) I, II (OR) 32 and 33

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