On joining the ship, all relevant engineer officers should read, sign and date the standing orders.
A reference copy of the orders should be readily available in the ECR. 2.1.3 Night and Day Orders The Chief Engineer should issue night orders and day orders in the engineering department order book.
These orders provide specific instructions to address circumstances and requirements outside the normal routines.
All EOOWs should fully understand and acknowledge these orders when going on or off watch.
OCIMF: Recommendations on Engineering Watch/Duty Period Handover and Inspection Routines.
Shore management, having responsibility for establishing and maintaining technical standards on board, should prepare overall inspection guidelines and procedures based on their established operational and maintenance philosophy.
TMSA KPI : none defined.
Page 424 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) IMO: ISM Code 5.1 The Company should clearly define and document the master’s responsibility with regard to .3 issuing appropriate orders and instructions in a clear and simple manner. (The Chief Engineer issues orders on behalf of the M aster )
The vessel operator should have developed procedures which require the Chief Engineer to create Standing Orders, supplemented by Daily Orders, which reiterate key machinery space management expectations of the company along with any additional expectations of the Chief Engineer.
The Standing Orders should include: • UMS procedures and arrangements for periodic inspections of the machinery space. • Entry into the machinery space during periods of UMS including use of the dead man alarm and/or communicating procedures to be utilised. • The actions to be taken when a machinery space alarm is activated, particularly when equipment involved was identified as critical. • The actions to be taken when machinery or equipment is found to be defectiv e. • Instructions for the supervision and documentation of bilge water, sludge, fuel oil and lube oils transfers and disposal. • Instructions for the supervision and documentation of incinerator use. • Instructions and limitations for hot and cold work in the machinery space workshop. • Calling the Chief Engineer.
The Daily Orders should include: • The anticipated time(s) of: o Changing the engine room status for navigational operations. o Conducting machinery tests for navigational operations. o Changing the number of generators to accommodate operational needs. o Commencing the changing of fuel grades or other measures to comply with environmental restrictions. o When the incinerator and/or oily water separator may be used in compliance with regulations and company procedures.
['Sight, and where necessary review, the company procedures which outlined the requirement for the Chief Engineer to develop Standing Orders and Daily Orders along with their expected content.', 'Review the Chief Engineer’s Standing and Daily Orders and verify that the content of each was aligned with the company expectations, reflected the equipment fitted to the vessel and, in the case of the daily orders, the vessel’s operation.', 'Review the Engine Room Log Book and other records for a recent operation and verify that the instructions given in the daily orders had been complied with.
Expected Evidence', 'The company procedures for developing the Chief Engineer’s Standing Orders and for writing Daily Orders.', 'The current Chief Engineer’s Standing Orders signed by the Chief Engineer and all engineer officers.', 'The Daily Order Book with each dated and timed entry signed by the Chief Engineer, and subsequently, each watchkeeping officer before taking over their watch or period of duty.
Page 425 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'The Engine Room Log Book and other records to support the changes of machinery space operating mode and the status of machinery.
Potential Grounds for a']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition.
Annex A Manoeuvring Checklists A1 preparations for ar rival A2 preparations for departure A3 Steering gear checks ICS: Bridge Procedures Guide.
Fifth Edition.
Chapter 3.18 Periodic Checks of Navigational Equipment Operational checks on navigational equipment should be undertaken when preparing for sea and prior to port entry (see Checklists B1, B6 & B7) and at any other time required by the SMS.
Before entering restricted or coastal waters, it is important also to check that full control of engine and steering function is available.
TMSA KPI 5.1.2 requi res that comprehensive procedures to ensure safe navigation are in place.
IMO: ISM Code Page 427 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 7 The company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks should be defined and assigned to qualified personnel.
IMO: SOLAS Chapter V Regulation 26 Steering gear: testing and drills 1.
Within 12 hours before departure, the ship’s steering gear shall be checked and tested by the ship’s crew.
USCG: CFR Title 33 Part & Section 164.25.
Test before entering or getting underway. (a) Except as provided in paragraphs (b) and (c) of this section no person may cause a vessel to enter into or get underway on the navigable waters of the United States unless no more than 12 hours before entering or getting underway, the following equipment has been tested: • Primary and secondary steering gear. • All internal vessel control communications and vessel control alarms. • Standby or emergency generator. • Storage batteries for emergency lighting and power systems inf vessel control and propulsion machinery spaces. • Main propulsion machinery, ahead and astern.
The vessel operator should have developed procedures for preparing and testing all machinery necessary to ensure that the vessel can be safely and efficiently manoeuvred at all stages of the voyage.
The procedures and supporting checklists should include all checks and/or tests required by international and local regulations and reflect the equipment fitted to the vessel.
The procedures should define: • Which items of machinery and equipment are required to be checked and/or tested pre-arrival, pre - departure and/or pre-transit. • What functions of each item of machinery or equipment is required to be checked and/or tested. • Who will conduct the checks and/or tests. • When the checks and tests are required to be carried out. • The record keeping requirements for the checks and tests that have been completed. • The actions to take when equipment is found to be defective during the testing process.
['Sight, and where necessary review, the company procedures which defined the machinery tests required to be carried out pre', 'arrival, pre', 'departure and at defined stages during a voyage or operation.', 'Review a recently completed pre', 'arrival, pre', 'departure and/or pre', 'transit machinery check list or record and verify that the required tests were completed in compliance with the company expec tations.', 'Randomly select an item from the pre', 'arrival, pre', 'departure and/or pre', 'transit machinery check list and verify that the accompanying engineer officer understood how to complete the test or check.
Page 428 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Review the Engine Room Log Book and other items such as printers and data loggers as necessary to verify that the required machinery tests had been completed at the appropriate points within a recent voyage or operation.', 'Where defects or abnormalities were present during machinery tests which could not be immediately rectified by onboard staff, verify that the defect had been communicated to the bridge and entered into the defect reporting system for later rectification.', 'Where safe to do so, request the accompanying engineer officer to demonstrate the local operation of the steering gear.
Expected Evidence', 'The company procedures which defined the pre', 'arrival, pre', 'departure and/or pre', 'transit machinery testing requirements.', 'Completed pre', 'arrival, pre', 'departure and pre', 'operational machinery checklists or the required wipe', 'clean checklist along with the supporting logbook entries to verify satisfactory completion of the required tests.', 'Evidence that machinery and equipment defects detected during the testing program had been noted and either immediately repaired by onboard staff or that the defect had been communicated to the bridge and entered in the defect reporting system for later repair.
Potential Grounds for a']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition. 8.5 Periodic Checks on Machinery and Related Equipment The EOOW should use all their senses as appropriate when verifying the correct operation of systems and machinery during frequent engine room rounds.
Any abnormalities should be investigated immediately and rectified as appropriate.
The Chief Engineer should be informed of any problems encountered and actions taken. 8.9.3 The Complete Engine Room Round The most important duty of a watchkeeper is to carry out comprehensive and frequent rounds.
This is essential to ensure trouble free operation of all engine room machinery.
Annex B Engine Room Checklists and Permits B1 Preparations for Change of Watch OCIMF: Recommendations on Engineering Watch/Duty Period Handover and Inspection Routines Shore management, having responsibility for establishing and maintaining technical standards on board, should prepare overall inspection guidelines and procedures based on their established operational and maintenance philosophy.
TMSA KPI none defined IMO: ISM Code 7.
The company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks should be defined and assigned to qualified personnel.
Page 430 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) IMO: SOLAS Chapter II -1 Regulation 31 Machinery Controls. .3 Where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operat ion will be as safe as if it were under direct supervision.
The vessel operator should have developed procedures, supplemented by checklists, which described the requirement for monitoring the machinery space(s) and include: • Requirement s for routine machinery space rounds by the engineer officer on watch. • Vessel and operation specific checklists developed to ensure machinery space rounds are conducted thoroughly with local instrument readings recorded for comparison with remote values.
Checklists should be adapted to reflect the equipment and machinery fitted onboard the vessel being inspected.
The vessel operator should have declared through the pre-inspection questionnaire whether the vessel had a UMS notation.
This question will be assigned to vessels which do not have a UMS notation.
['Sight, and where necessary review, the company procedures which defined the requirement for routine monitoring of machinery and machinery spaces.', 'Review checklists and vessel lo gbooks and verify that the required machinery space rounds had been completed in accordance with the company procedures.', 'Verify that the machinery space round checklists in use covered all sections of the machinery space and all principal machinery applicable to the vessel and the various operations undertaken.', 'Select an item from one of the checklists presented and verify that the accompanying officer was familiar with the required check, how to perform it and what data needed to be recorded.
Expected Evidence', 'The company procedures which defined the requirement for routine monitoring of machinery spaces.', 'Checklists for machinery space rounds.', 'Engine room operational records for recent voyages.
Potential Grounds for a']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition. 7.6.1 Pre-UMS Rounds and Checklist Before changing over to unattended operation, the EEOW should complete a round of spaces, following a checklist which lists all the parameters to be tested and verified.
See checklist B2: Preparations for UMS 8.9.3 The Complete Engine Room Round The most important duty of a watchkeeper is to carry out comprehensive and frequent rounds.
This is essential to ensure trouble free operation of all engine room machinery.
Annex B Engine Room Checklists and Permits B1 Preparations for Change of Watch OCIMF: Recommendations on Engineering Watch/Duty Period Handover and Inspection Routines Shore management, having responsibility for establishing and maintaining technical standards on board, should prepare overall inspection guidelines and procedures based on their established operational and maintenance philosophy .
TMSA KPI none defined Page 432 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) IMO: ISM Code 7 The company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks should be defined and assigned to qualified personnel.
IMO: SOLAS Chapter II -1 Regulation 31 Machinery Controls .3 Where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe as if it were under direct supervis ion.
Chapter II -1 Part E - Additional requirements for periodically unattended machinery spaces • Regulation 46 – General. • Regulation 47 – Fire precautions. • Regulation 48 – Protection against flooding. • Regulation 49 – Control of propulsion machinery from the navigation bridge. • Regulation 50 – Communication. • Regulation 51 – Alarm system. • Regulation 52 – Safety systems. • Regulation 53 – Special requirements for machinery, boiler and electrical installations.
The vessel operator should have developed procedures, supplemented by checklists, which described the requirement for monitoring the machinery space(s) in both the manned and unmanned mode and include: • Requirements for routine machinery space rounds by the engineer officer on watch. • Requirements for machinery space rounds and checks prior to beginning an unmanned period. • Maximum period which a machinery space may be operated in the unmanned mode according to the governing rules of Class and/or Flag. • Vessel and operation specific checklists developed to ensure machinery space rounds are conducted thoroughly with local instrument readings recorded for comparison with remote values. • Circumstances in which unmanned machinery space operations will be permitted whi ch should include the proper functioning of all systems required to be fitted under SOLAS II -1 Part E.
['Sight, and where necessary review, the company procedures which defined the requirement for routine monitoring of machinery during manned operation and prior to and during unmanned machinery space periods.', 'Review checklists and vessel logbooks and verify that the machinery space rounds had been completed in accordance with the company procedure during both manned and unmanned periods.', 'Verify that the machinery space round checklists in use covered all sections of the machinery space and all principal machinery applicable to the vessel and its operation.', 'Verify that the pre', 'UMS period checklist included checks of the proper functioning off all systems required to be fitted under SOLAS II', '1 Part E.
Page 433 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Select an item from one of the checklists provided and verify that the accompanying engineer officer was familiar with the purpose of the check and how to carry it out.
Expected Evidence', 'The company procedures which defined the requirement for routine monitoring of machinery during manned operation and, prior to and during unmanned machinery space periods.', 'Checklists for machinery space rounds during manned operation and prior to unmanned machinery space operation.', 'Machinery space operational records for recent voyages.', 'Machinery space alarm records for recent voyages.
Potential Grounds for a']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition. 10.2.2 Emergency Operation All members of the engineering team should be trained and proficient in the local and emergency procedures for starting and manoeuvring the main engine.
Periodic drills will help to maintain this proficiency.
Clear instructions on this procedure should be posted next to the manual/emergency starting and manoeuvring stations.
TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, including contractors.
The documented procedures may include familiarisation with: • Vessel specific operations and equipment.
IMO: ISM Code 6.3 The Company should establish procedures to ensure that new personnel and personnel transferred to new assignments related to safety and protection of the environment are given proper familiarisation with their duties.
Instructions which are essential to be provided prior to sailing should be identified, documented and given.
IMO: SOLAS Chapter II -1 Regulation 31 Machinery controls 2 Where remote control of propulsion machinery from the navigating bridge is provided and the machinery spaces are intended to be manned , the following shall apply: .6 it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote-control system.
Page 435 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Chapter II -1 Regulation 49 Additional requirements for periodically unattended machinery spaces Control of propulsion machinery from the navigating bridge 4.
It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of the automatic or remote- control systems.
The vessel operator should have developed procedures for the operation, inspection and testing of the means provided to control propulsion machinery and related auxiliary systems locally, in the event of failure of a remote- control system which defined: • The actions to take in the event of a failure of a remote-control system • The frequency of inspection and testing of the local control systems.
Ship-specifi c operating instructions should be posted at each local control station.
A means of communicating with the navigation bridge should be provided at each local control station.
Local control is normally provided at or near the concerned machinery, but for specific arrangements local control can also be from a separate location or compartment e.g. controlling the pitch of a controllable pitch propeller (CPP).
If fitted, the navigation and engineer officers should be aware of the vessel’s specific CPP failure mode (e.g. full ahead, full astern or zero pitch).
It is recommended that a notice indicating the failure mode is in place in the machinery space and on the navigation bridge.
['Sight, and where necessary review, the company procedures that defined the operation, inspection and testing of the means provided to control the propulsion machinery and related auxiliary systems locally.', 'Inspect the manual controls or HMIs (human machine interfaces) at local control stations and the instructions posted nearby.', 'Review inspection and testing records available at local control stations or in the engine control room.', 'If necessary, review the records of inspections and tests carried out contained within the planned maintenance system.', 'Interview the accompanying engineer officer to verify their familiarity with: o The operation, inspection and testing of the local control systems. o The means of communication with the navigation bridge from the control station(s)', 'If the vessel was fitted wi th a CPP, interview a navigation officer to verify their familiarity with the failure mode of the CPP.
Expected Evidence', 'The company procedures for the operation, inspection and testing of the means provided to control the propulsion machinery and related auxiliary systems locally.', 'The inspection and test records for the local control systems.
Potential Grounds for a']
Industry Guidance U.K.
MSA: MGN 52 Testing of emergency sources of electrical power. 6.
It is to be ensured that the emergency generator prime mover can be satisfactorily started by all means fitted for this purpose including manual starting where this is provided in compliance with the Regulations and also including any cold starting arrangements.
TMSA KPI 4A.1.4 requires that procedures are in place to record the testing of critical equipment and systems th at are not in continuous use.
Testing is performed in accordance with mandatory requirements and manufacturers’ recommendations.
IMO: ISM Code 10.3 The company should identify equipment and technical systems the sudden operational failure of which may result in hazardous situations.
The SMS should provide for specific measures aimed at promoting the reliability of such equipment or systems.
These measures should include the regular testing of standby arrangements and equipment or technical systems that are not in continuous use.
IMO: SOLAS Chapter II -1 Regulation 44 2 Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts.
A second source of energy shall be provided for an additional three starts within 30 minutes unless manual starting can be demonstrated to be effective.
Chapter II-1 Regulation 43 (2.
The generator should be capable of providing full load requirements for at least 18 hours.) Page 438 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Chapter II -2 Regulation 4 2.2.3.4 Oil fuel pipes, which if damaged would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 litres and above situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such the tanks are situated.
The controls for remote operation of the valve for the emergency generator fuel tank shall be in a separate location from the controls for remote operation of other valves for tanks located in machinery spaces.
The vessel operator should have developed procedures for t he starting and testing of the emergency generator.
These procedures should include: • Primary and secondary starting arrangements. • Arrangements for supplying the emergency switchboard. • Description of the fuel system. • Instructions for testing the emergency generator and switchboard, including on- load tests and testing of consumers for continued satisfactory performance. • The required frequency of testing and method of recording the results.
Starting instructions for the emergency generator should be prominentl y and clearly displayed adjacent to the equipment.
These instructions are not for the use of the qualified engineering personnel, but for others who might be required to start the generator in an emergency and there should be instruction on how to put power on the emergency switchboard if there is no automatic system.
All officers should be fully familiar with these starting instructions.
Where the emergency generator starting source relies on a single starter motor, a spare starter motor should be availabl e.
This spare starter motor should be tested periodically.
Periodic testing of the emergency generator should be carried out under load, but to do this may require the vessel to be blacked out.
This testing under load is not to be conducted during an inspection.
The requirement to provide full load requirements for at least 18 hours may not necessarily mean a full fuel tank.
A minimum quantity to provide enough fuel for this requirement should have been established and marked on the tank level gauge.
If nec essary, the emergency generator fuel tank should be charged with fuel designed for use in sub- zero temperatures.
The position and identification of the closing devices for the emergency generator fuel supply must be clearly marked.
Industry Guidance TMSA KPI 4A.1.4 requires that procedures are in place to record the testing of critical equipment and systems that are not in continuous use.
Testing is performed in accordance with mandatory requirements and manufacturers’ recommendations.
IMO: ISM Code 10.3 The Company should identify equipment and technical systems the sudden operational failure of which may result in hazardous situations.
The SMS should provide for specific measures aimed at promoting the reliability of such equipment or systems.
These measures should include the regular testing of stand-by arrangements and equipment or technical systems that are not in continuous use.
IMO: SOLAS Chapter II -1 Regulation 43 Emergency sour ce of electrical power in cargo ships 3 The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following: 3.2 Where the emergency source of electrical power is an accumulator battery it shall be capable of: 1. carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12% above or below its nominal voltage; 2. automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and 3. immediately supplying at least those services specified in paragraph 4. 5.3 No accumulator battery fitted in accordance with this regulation shall be installed in the same space as the emer gency switchboard.
An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of electric al power referred to in paragraph 3.2 or 4 are being discharged.
Page 441 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 7 Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.
The vessel operator should have developed procedures for the regular inspection, maintenance and testing of the emergency battery source of electrical power, including: • Inspection of the batteries. • Assessment of the condition of the batteries. • Periodic testing of the complete emergency battery system including bringing it onload as part of a blackout simulation test. • The battery retirement criteria based on the maximum service life and/or functional condition.
These activities should be integrated into the ship’s operational maintenance routine.
Emergency batteries must be capable of supplying the designed power load for up to 18 hours (refer to SOLAS Ch II - 1 Reg 43) and should be maintained in a fully charged condition.
To assess the condition of a battery, specific gravity and voltage are measured and may be compared with a standard chart provided by the manufacturer. • The electrolyte level in the batteries should be just above the top of the plate. • The battery should be clean and dry with no dirt deposits or spilled electrolyte on the casing. • All the battery terminals should be clean and protected with petroleum jelly. • The small vents in the cell caps should be clear.
Where the vessel is fitted with sealed, maintenance free, gel or NiFe batteries, the manufacturer’s instructions for the required tests and checks should be available in the battery space.
For all types of batteries, the terminals should be provided with plastic/rubber caps or other protective devices to prevent the terminals shorting or arcing to another metal body during maintenance or other work near to the battery location.
The vessel operator should have declared through the pre-inspection questionnaire what source of emergency electrical power was provided onboard.
This question will only be allocated to vessels where the source of emergency electrical power was declared as batteries.
['Sight and if necessary, review the company procedures for the regular inspection, maintenance and testing of the emergency battery so urce of electrical power.', 'Review the records of: o Inspection of the batteries. o Assessment of the condition of the batteries. o Periodic testing of the complete emergency battery system including bringing it onload as part of a blackout simulation test.', 'Inspec t the emergency battery compartment to verify the batteries are in satisfactory physical condition.', 'During the inspection of the machinery space, verify that the emergency batteries are fully charged, and the battery charger is functional.
Page 442 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Interview the accompanying officer to verify their familiarity with: o The company procedures for the regular inspection, maintenance and testing of the emergency battery source of electrical power. o The periodic testing of the complete emergency battery system including bringing it onload as part of a blackout simulation test.
Expected Evidence', 'Company procedures for the regular inspection, maintenance and testing of the emergency battery source of electrical power.', 'Records of: o Inspection of the batteries. o Assessment of the condition of the batteries. o Periodic testing of the complete emergency battery system. o The date the batteries were installed.
Potential Grounds for a']
Industry Guidance OCIMF: Gu ide for Implementation of Sulphur Oxide Exhaust Gas Cleaning Systems 5.6 Safety and crew training IMO has identified the following as potential safety hazards associated with EGCS: • Handling and proximity of exhaust gases. • Storage and use of pressurised containers of pure and calibrated gases. • Position of permanent access platforms and sampling locations. • Hazards associated with the handling of caustic materials.
Crews should be adequately trained to handle hazardous reactants or chemicals use d (or chemicals that are created as a result of the process) and be trained to deal with possible medical emergencies.
The required Personal Protective Equipment (PPE) is dictated in the associated Safety Data Sheet (SDS) of the hazardous chemicals that will be handled.
Health, safety and environmental risk assessments associated with EGCS should be performed to identify hazards and to facilitate the reduction of uncertainties associated with costs, liabilities or losses.
ICS: Engine Room Procedures Guide.
First Edition.
The use of Exhaust Gas Cleaning Systems (EGCS), often known as scrubbers, is an equivalent means of compliance with MARPOL Annex VI, regulation 14, while still using high sulphur fuel oil.
On ships where these are installed, most EGCS use wet technologies: open loop, closed loop or hybrid types.
Some EGCS are dry, and some are non-thermal plasma systems. • When using EGCS: Page 444 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • The bridge team should communicate with the engineering team to ensure that the EGCS is in use and that emissions meet exhaust and wash water regulations when entering an ECA; and • The engineering team should carry out regular spot checks, recording all parameters.
The EGCS Record Book should be kept up to date, usually including occasions whenever the: • Ship enters or leaves an ECA or area of local emission control; • EGCS starts and stops (for each individual engine fitted with a scrubber); • System undergoes any maintenance (including cleaning filters and sensors); and • System goes out of compliance.
This should include the time and position when it started, and when and where the system was brought back into compliance, along with any measures taken to reduce the extent of non-compliance.
TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, including contractors.
The documented procedures may include familiarisation with: • Onboard HSSE requirements. • Vessel specific operations and equipment.
Records of familiarisation are maintained.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified per sonnel.
IMO: MARPOL Annex VI Regulation 4 1.
The Administration of a Party may allow any fitting, material, appliance or apparatus to be fitted in a ship or other procedures, alternative fuel oils, or compliance methods used as an alternative to that required by this Annex if such fitting, material, appliance or apparatus or other procedures, alternative fuel oils, or compliance methods are at least as effective in terms of emissions reductions as that required by this Annex, including any of the standards set forth in regulations 13 and 14.
IMO: Resolution MEPC.259(68) 2015 Guidelines for exhaust gas cleaning systems 2.1.1 the purpose of these guidelines is to specify the requirements for the testing, survey certification and verification of EGC systems un der regulation 4 of MARPOL Annex VI to ensure that they provide effective equivalence to the requirements of regulations 14.1 and 14.4 of MARPOL Annex VI. 8 Onboard Monitoring Manual (OMM) 8.1 An OMM should be prepared to cover each EGC unit installed in c onjunction with fuel oil combustion equipment, which should be identified, for which compliance is to be demonstrated. 8.2 The OMM should, as a minimum, include: Page 445 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 1. the sensors to be used in evaluating EGC system performance and washwater monitoring, their service, maintenance and calibration requirements; 2. the positions from which exhaust emission measurements and washwater monitoring are to be taken together with details of any necessary ancillary services such as sample transfer lines and sample treatment units and any related service or maintenance requirements; 3. the analysers to be used, their service, maintenance, and calibration requirements; 4. analyser zero and span check procedures; and 5. other information or data relevant to the correct functioning of the monitoring systems or its use in demonstrating compliance. 8.3 The OMM should specify how the monitoring is to be surveyed. 8.4 The OMM should be approved by the Administration IMO: MEPC.1/Circ.883 Guidance on indication of ongoing compl iance in the case of the failure of a single monitoring instrument, and recommended actions to take if the Exhaust Gas Cleaning System (EGCS) fails… System malfunction 2 As soon as possible after evidence of a malfunction (e.g. alarm is triggered), the ship should take action to identify and remedy the malfunction. 3 The ship operator should follow the process to identify and remedy the malfunction in the Exhaust Gas Cleaning System – Technical Manual that is approved at the time the EGCS is certified or in other documentation provided by the EGCS manufacturer. 5 An EGCS malfunction event should be included in the EGCS Record Book including the date and time the malfunction began and, if relevant, how it was resolved, the actions taken to resolve it and any necessary follow -up actions. 6 A system malfunction that cannot be rectified is regarded as an accidental breakdown.
The ship should then change over to compliant fuel oil if the EGCS cannot be put back into a compliant condition within one hour.
If the ship does not have compliant fuel oil or sufficient amount of compliant fuel oil on board, a proposed course of action, in order to bunker compliant fuel oil or carry out repair works, should be communicated to relevant authorities including the shipʹs administration, for their agreement.
Notifications to relevant Authorities 12 Any EGCS malfunction that lasts more than one hour or repetitive malfunctions should be reported to the flag and port stateʹs Administration along with an explanation of the steps the ship operator is taking to address the failure.
At their discretion, the flag and port state's Administration could take such information and other relevant circumstances into account to determine the appropriate action to take in the case of an EGCS malfunction, including not taking action.
The vessel operator should have developed procedures, based on risk assessment(s), for the operation, calibration and maintenance of the exhaust gas cleaning system (EGCS).
These should inc lude: • The identification of associated hazards such as: o Exposure to chemicals used in, or produced by, the EGCS. o Exposure to exhaust gases. o The location of the equipment and sampling locations. o Storage and use of pressurised containers of calibration gases . o Storage of chemicals used in, or produced by, the EGCS. • The proper management and disposal of spent/waste chemicals and/or residual sludge/wastewater. • Crew training requirements.
Page 446 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • PPE and signage requirements. • Instructions for routine operations, calibration and maintenance. • Any restrictions imposed on the use of the type of EGCS fitted by local and/or national regulation. • Actions to be taken in the case of system failure or deviation from normal operation. • Records to be kept (may be electronic or hard cop y).
The following documents are required to be on board and may form part of these procedures: • Sox Emissions Compliance Plan. • EGCS Technical Manual. • Onboard Monitoring Manual. • EGCS Record Book or electronic logging system.
The ship’s maintenance plan may also contain part of the procedures.
This question will only be allocated to vessels fitted with an EGCS.
The vessel operator should have declared whether an EGCS was fitted through the Pre-inspection questionnaire.
Industry Guidance TMSA KPI 4.1.1 requires that each vessel in the fleet is covered by a planned maintenance system and spare parts inventory which reflects the company’s maintenance strategy.
The company identifies all equipment and machinery required to be included in the planned maintenance system, for example: • Engine machinery.
IMO: ISM Code 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
The condition of seawater pipelines, sea chests, storm valves, hull penetrations and seawater pumps should be carefully checked to ensure that they are in satisfactory condition.
All coatings should be checked for failure, particularly pitting and/or hard rust.
Special attention should be paid at the following locations: • Outboard of ship- side valves. • Pipe bends and elbows. • Clips and supports, where there may be wear and thinning due t o vibration. • Fixed expansion joints (bellows) for deformation. • Wet areas or locations of localised leakage where there may be accelerated corrosion. • Hidden areas where there may be unnoticed problems.
Any necessary local repair should be treated as temporary only.
Permanent repairs usually involve the removal and replacement of a length of piping.
After the repair has been completed, pipe supports, or clips should be refitted.
A permanent repair should only be done with classification society approved materials, and subsequently examined and approved by a class surveyor.
The following are not acceptable as a permanent repair.
Page 449 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Welded doublers. • Expansion joints. • Mismatched materials e.g. mild steel and stainless steel. • Material of different thickness in the same piping run.
Patent couplings are not acceptable as a permanent repair except where they had been fitted as part of the original design.
Where such couplings are installed, inspectors should ascertain that they conform with the original plans/design.
Four types in use are: • Grip type joining couplings with axial restraint. • Flex type joining couplings without axial restraint (i.e. not pull -out resistant). • Open flex type repairing couplings. • Repair clamps for damage control.
Flexible hoses should never be used to replace a failed metal pipe, except as an unavoidable emergency repair.
['During the tour of the machinery spaces, inspect seawater pipelines, sea chests, storm valves, hull penetrations and seawater pumps.', 'If necessary, r eview machinery space pipeline drawings and specifications.
Expected Evidence', 'Machinery space pipeline drawings and specifications.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition Chapter 12.1.15.7 Miscellaneous A high- level alarm in the pumproom bilge which activates audible and visual alarms in the cargo control room, engine room and the navigating bridge.
ICS: Engine Room Procedures Guide.
First Edition. 8.4 Alarms and Actions High-level alarms for engine room bilges should be tested at least once every watch and as part of pre-UMS checks...
TMSA KPI 4.1.1 requires that each vessel in the fleet is covered by a planned maintenance system and spare parts inventory which reflects the company strategy.
The company identifies all equipment and machinery required to be included in the planned maintenance system, for example: • Engine machinery • Cargo handling machinery/equipment • Hull Structure IMO: ISM Code Page 451 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
IMO: SOLAS Chapter II -1 Regulation 48 Protection against flooding. (vessels with UMS notation) 1 bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of heel and trim and shall be large enough to accommodate easily the normal drainage during the unattended period.
Chapter II -2 Regulation 4 Probability of Ignition. (Tankers) 5.10.1 Protection of cargo pump-rooms in tankers: .4 All pump-rooms shall be provided with bilge monitoring devices together with appropriately located alarms.
Chapter XII Regulation 12 Hold, ballast and dry space water ingress alarms. (OBO C arriers) 1 Bulk carriers shall be fitted with water level detector… 2 The audible and visual alarms specified in paragraph 1 shall be located on the navigation bridge.
IMO: Resolution A.1021 Codes on Alerts and Indicators, 2009. (excludes tanker pump room bilge alarm) 3.3 the following alerts are classified as alarms: .4 Bilge alarm.
An alarm which indicates an abnormally high level of bilge water.
The vessel operator should have developed a process to identify all bilge level monitoring or flooding detection devices fitted to the vessel, whether required by regulation or not, and a procedure to require that each device and its associated alarm is periodically tested to verify that: • The level monitoring or flooding device activates its associated alarm at the correct level. • Any delay programmed into the activation circuit remains in accordance with the design criteria. • The remote warning alarm is activated in the locations required by regulation or by design of the shipbuilder where a device is fitted in addition to any regulatory requirement.
The job instructions in the planned maintenance system may form part of the procedure.
['Sight, and where necessary review, the company procedure which required that bilge level monitoring devices and their associated alarms and indicators were periodically tested.
Page 452 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Review vessel records and verify that the vessel had identified all bilge alarms fitted to the vessel and that the periodic checks required by the company procedure had been completed as required.', 'During the physical inspection request, that one bilge alarm is tested and verify that: o The alarm was activated in the required locations. o The delay in alarm activation, if any, was in alignment with the alarm design criteria.
Expected Evidence', 'The company procedure that required all bilge level monitoring devices and water level detectors and their associated alarms and indicators were identified and periodically tested.', 'The vessel records to demonstrate that each bilge level monitoring device, its activation delay and its associated alarm had been tested in accordance with company procedures.
Potential Grounds for a']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition. 8.9.3 The Complete Engine Room Round • Check the emergency generator and make sure it is ready for starting, synchronising and paralleling in auto.
Also check the emergency air compressor, i f fitted; TMSA KPI 4A.1.4 requires that procedures are in place to record the testing of critical equipment and systems that are not in continuous use.
Testing is performed in accordance with mandatory requirements and manufacturers’ recommendations.
IMO: ISM Code 10.3 The Company should identify equipment and technical systems the sudden operational failure of which may result in hazardous situations.
The SMS should provide for specific measures aimed at promoting the reliability of such equipment or systems.
These measures should include the regular testing of stand-by arrangements and equipment or technical systems that are not in continuous use.
IMO: SOLAS Chapter II -1 Regulation 26 3 Means shall be provided whereby normal operation of propulsion machinery can be sustained or restored even though one of the essential auxiliaries becomes inoperative.
Special consideration shall be given to the malfunctioning of: .9 an air compressor and receiver for starting or control purposes; 4 Means shall be provided to ensure that the machinery can be brought into operation from the dead ship condition without external aid.
Page 454 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) The vessel operator should have developed procedures for: • The operation, inspection and testing of the emergency air compressor and emergency air reserv oir. • The use of the emergency air compressor and emergency air reservoir for bringing machinery into operation from the dead ship condition.
The emergency air compressor should be regularly tested to the starting pressure of the diesel generator.
It may be powered by a hand-started diesel engine or an electric motor.
If driven by an electric motor, this should be supplied by the emergency source of power.
The emergency air reservoir should be permanently maintained at the required pressure.
The vessel operator should have declared the motive power of the emergency compressor through HVPQ question
Some decks are made from composite insulating material and will not need extra insulation.
Where this is the case and insulation matting is not provided, ship’s drawings should be available to demonstrate the extent and safe working voltage of the composite deck covering installed.
Insulation matting should be suitable for the specific switchboard voltage but should be rated not less than IEC 61111:2009 Class O or equivalent which has a safe working voltage of up to 1000 volts.
Switchboards with voltages higher than 1000 volts should be protected with matting of a higher rating as appropriate, for example Class 1 with a safe working voltage up to 7500 volts.
['During the course of the inspection of the machinery spaces, verify that: o Switchboards were provided with the required deck insulation of an appropriate safe working voltage. o Insulating matting or composite deck material was complete and undamaged.
Expected Evidence', 'Certification, marking or other documentary evidence of the safe working voltage rating for the deck insulation in use.
Potential Grounds for a']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition. 10.7.5 Earth Faults Earth faults may occur within electric equipment, such as broken insulation on conductors.
To maintain supply to essential equipment (for example, the steering gear) the electrical circuits for this equipment will usually have an insulated neutral system.
This means that a single earth fault does not interrupt the system.
B ut if another earth fault occurs, the two faults combine to cause a short circuit that trips the system.
So to maintain the safe operation of the ship it is vital that the initial earth fault is found and fixed before the second one occurs.
UK MCA: Code of Safe Working Practices for Merchant Seafarers 20.13 Electrical equipment 20.13.1 The risks of electric shock are much greater on-board ship than they are normally ashore because wetness, high humidity and high temperature (including sweating) reduce the c ontact resistance of the body.
In those conditions, severe and even fatal shocks may be caused at voltages as low as 60V.
It should also be borne in mind that cuts and abrasions significantly reduce skin resistance.
TMSA KPI 9A.1.1 requires that safety ins pections are conducted at scheduled intervals by a designated Safety Officer.
Safety inspections of the vessel: • Identify hazards and potential hazards to health, safety and the environment.
IMO: ISM Code 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
Page 459 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) IMO: SOLAS Chapter II -1 Regulation 45 4.2 When a distribution system, whether primary or secondary, for power, heating or lighting, with no connection to earth is used, a device capable of continuously monitoring the insulation level to earth and of giving an audible or visual indication of abnormally low insulation values shall be provided.
USCG: Code of Federal Regulations.
Title 46. 111.05-21 Ground detection.
There must be ground detection for each: • (a) Electric propulsion system; • (b) Ship's service power system; • (c) Lighting system; and • (d) Power or lighting distribution system that is isolated from the ship's service power and lighting system by transformers, motor generator sets, or other devices.
Significant earth faults - it is good practice that as near to infinity as possible, but not less than 5 megohms, be maintained on the Insulation Monitoring Device (IMD) of a 440-volt system.
For a 220 -volt system, not less than 2 megohms is acceptable due to the large number of parallel circuits.
The vessel operator should have develope d a procedure which: • Provided guidance for the setting values for the IMDs for 110v, 220v, 440v and any other voltages used for the primary or secondary distribution systems. • Where a vessel was only provided with earth insulation lamps as the IMD, provided guidance on interpreting the indications for low insulation faults. • Required that the causes of earth faults are investigated and corrected with the aim to maintain the insulation values as close to infinity as possible.
['If necessary, review the company procedure which provided guidance on the required alarm set point for the IMDs.', 'During the inspection of the machinery spaces, examine the IMDs on each primary or secondary distribution system switchboard and note any indicati ons: o Below 5 megohms on 440', 'volt systems, and/or below 2 megohms on 220', 'volt systems. o For systems with any other voltage, below the setting value identified within the company procedure.', 'Where safe to do so, request that a responsible officer: o Demonstrat es that the alarm setting point for an IMD was set in accordance with company procedures to provide the required audible and/or visual alarm if abnormally low insulation values were detected. o Operate the test device of the IMD to demonstrate that it was monitoring the insulation level to earth.
Page 460 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Where a switchboard(s) was only provided with an earth indication lamp(s) as the IMD, the inspector should determine: o Whether vessel staff can demonstrate a satisfactory understanding of the lamp display, and can describe the criteria that triggers the need for an investigation to identify low insulation faults, and o How the vessel staff quantify the insulation values when identifying and correcting earth faults.
Expected Evidence', 'The company procedure which: o Provided guidance for the setting values for the IMDs for 110v, 220v, 440v and any other voltages used for the primary or secondary distribution systems. o Where a vessel was only provided with earth insulation lamps as the IMD, provided guidance on interpreting the indications for low insulation faults. o Required that the causes of earth faults are investigated and corrected with the aim to maintain the insulation values as close to infinity as possible.
Potential Grounds for a N eg ative Observation', 'There was no company procedure which: o Provided guidance for the setting values for the IMDs for 110v, 220v, 440v and any other voltages used for the primary or secondary distribution systems. o Where a vessel was only provided with earth insulation lamps as the IMD, provided guidance on interpreting the indications for low insulation faults. o Required that the causes of earth faults are investigated and corrected with the aim to maintain the insulation values as close to infinity as possible.', 'The accompanying officer was not familiar with the company procedure which provided guidance for the setting values for the IMDs for 110v, 220v, 440v and any other voltages used for the primary or secondary distribution systems.', 'Where the vessel was only provided with earth insulation lamps as the IMD, the accompanying officer was not familiar with the company procedure which provided guidance on interpreting the indications for low insulation faults.', 'The accompanying officer was not able demonstrate the IMD alarm setting point or describe how to interpret the earth low insulation indicator lamps.', 'An IMD was inoperative or defective in any respect.', 'An IMD alarm set point had been adjusted to inhibit the generation of alarms: o When abnormally low insulation values were detected. o When detecting insulation values lower than the guidance provided in the company procedure.', 'The Insulation Monitoring Device for a 440', 'volt system showed an insulation resistance of less than 5 megohms (specify indication).', 'The Insulation Monitoring Device for a 220', 'volt system showed an insulation resistance of less than 2 megohms (specify indication).', 'The Insulation Monitoring Device for any primary or secondary distribution system showed an insulation resistance value of less than that required by the company procedure (specify required value and indication).
Where specific electrical consumers, such as electric deepwell pumps, were causing a significant earth fault during operation, an observation should be made irrespective of whether this was considered normal by the manufacturer.
Page 461 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition. 4.4.2 Unattended Machinery Space (UMS) Operation The EOOW should inform the bridge before switching to Unattended Machinery Space (UMS) operation, whenever people enter and exit unattended machinery spaces and when the engine room is switched back to attended operation.
When the EOOW needs to enter the machinery space outside of normal working hours – e.g. for night rounds – they should: • Inform the bridge on entering and exiting the machinery space; • Say how long they intend to remain there; and • Establish a method for confirming their safety (for example, regular agreed calls to the bridge and use of the deadman alarm – see section 7.6.2). 7.6.2 The D eadman Alarm The EEOW should report to the bridge whenever entering or leaving an unattended machinery space.
On entering the space for any reason, they should use the deadman alarm system if fitted.
This alarm has to be reset at specified intervals by the person entering the unattended machinery space.
If not, a warning is triggered on the bridge and other locations.
This helps to ensure the safety of anybody entering an unattended machinery space.
On ships without a deadman alarm, the bridge should be contacted at least once every 15 minutes.
IMO: A.1021(26) Codes on Alerts and Indicators, 2009. 3.3 The following alerts are classified as alarms: .1 Machinery alarm.
An alarm which indicates a malfunction or other abnormal condition of the machinery and electrical installations.
Page 462 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) .6 Engineers’ alarm.
An alarm to be operated from the engine control room or at the manoeuvring platform, as appropriate, to alert personnel in the engineers’ accommodation that assistance is needed in the engine-room. .7 Personnel ( dead man) alarm.
An alarm to confirm the safety of the engineer on duty when alone in the machinery spaces. 8 Requirements for particular alarms 8.1 Personnel ( dead man) alarm 8.1.1 The personnel alarm ( dead man) should automatically set off an alarm on the navigation bridge or in the officers’ quarters, as appropriate, and, if it is not reset from the machinery spaces in a period satisfactory to the Administration, this should be in a period not exceeding 30 min. 8.1.2 A pre-warning signal should be provided in the machinery spaces which operates 3 min before the alarm required by 8.1.1 is given. 8.1.3 The alarm system should be put into operation: .1 automatically when the engineer on duty has to attend machinery spaces in case of a machinery alarm; .2 or manually by the engineer on duty when attending machinery spaces on routine checks. 8.1.4 The alarm system should be disconnected by the engineer on duty after leaving the machinery spaces.
When the system is brought into operation in accordance with 8.1.3.1, disconnection should not be possible before the engineer has acknowledged the alarm in the machinery spaces. 8.1.5 The personnel ( dead man) alarm may also operate the engineers’ alarm. 8.3 Engineers’ alarm In addition to manual operation from the machinery space, the engineers’ alarm on ships with periodically unattended machinery spaces should operate when the machinery alarm is not acknowledged in the machinery spaces or control room in a specified limited period of time, depending on the size of th e ship but not exceeding 5 min.
TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, including contractors.
The documented procedures may include familiarisation with: • Vessel specific operations and equipment.
Records of familiarisation are maintained.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: SOLAS Chapter II -1 Part C – Machinery installations Page 463 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Regulation 38 Engineer's alarm An engineer's alarm shall be provided to be operated from the engine control room or at the manoeuvring platform as appropriate and shall be clearly audible in the engineers' accommodation.
Part E - Additional requirements for periodically unattended machinery spaces Regulation 51 Alarm system 1 An ( machinery ) alarm system shall be provided indicating any fault requiring attention and shall: 1. be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position; 2. have a connection to the engineers' public rooms and to each of the engineers' cabins through a selector switch, to ensure connection to at least one of those cabins.
Administrations may permit equivalent arrangements; 3. activate an audible and visual alarm on the navigating bridge for any situation which requires action by or attention of the officer on watch; 4. as far as is practicable be designed on the fail -to-safety principle; and 5. activate the engineers' alarm required by Regulation 38 if an alarm function has not received attention locally within a limited time.
The vessel operator should have developed procedures for entry into the machinery space during periods of unmanned operation which included but were not necessarily limited, to the following requirements: • During unattended periods, no -one enters the machinery spaces alone, for example to carry out final evening checks, without first informing the bridge. • During unattended periods, contact should be maintained with the bridge at frequent predetermined periods during any entry, unless a dead man alarm is fitted. • A rating should not be assigned any duty which involved them attending the engine room alone during unattended periods. • Where a single engineer maintains a watch, contact is maintained with the bridge or cargo control room at frequent predetermined periods, unless a dead man alarm system is fitted. • The dead man alarm, if fitted, is regularly tested and the results recorded.
Safe entry requirements should be clearly posted at the normally accessible entrance to the machinery space including the requirements to use the dead man alarm (where fitted) during rounds in the machinery space.
A dead man alarm is not a SOLAS requirement.
The question will only be allocated to a vessel which is certified for unmanned machinery space (UMS) operations and identified by HVPQ question 12.1.10 being answered in the affirmative.
['Sight, and where necessary review, the company procedures for safe entry into the machinery space(s) during UMS operation.', 'Review the records of testing of the dead man alarm (where fitted).', 'Review the Bridge and Engine Room Log Books to ascertain the status of machinery space operation and records of entry during recent unattended periods.
Page 464 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'During the inspection of the machinery space, interview an engineer officer to verify their familiarity with the company procedures for safe entry into the machinery space(s) during UMS operation.', 'During the inspection of the bridge, interview a navigation officer to verify their familiarity with the company procedures for safe entry into the machinery space(s) during UMS operation.', 'Where possible and safe to do so, request that the accompanying officer manually start the dead man alarm, if fitted, and note the time taken to activate the alarm.
Expected Evidence', 'Company procedures for safe entry into the machinery space(s) during UMS operation.', 'Records of testing of the dead man alarm (where fitted).', 'Engine Room Log Book.', 'Bridge Log Book.
Potential Grounds for a']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition. 4.6.2 Engineers’ Call Alarm The engineers’ call alarm should be used in any engine room emergency.
All engine room personnel should be trained and familiarised in their emergency duties and where to assemble upon hearing the engineers’ call alarm.
IMO: A.1021(26) Codes on Alerts and Indicators, 2009. 3.3 The following alerts are classified as alarms: 1.
Machinery alarm.
An alarm which indicates a malfunction or other abnormal condition of the machinery and electrical installations. 6.
Engineers’ alarm.
An alarm to be operated from the engine control room or at the manoeuvring platform, as appropriate, to alert personnel in the engineers’ accommodation that assistance is needed in the engine-room. 7.
Personnel alarm.
An alarm to confirm the safety of the engineer on duty when alone in the machinery spaces. 8.
Requirements for particular alarms 8.1 Personnel alarm 8.1.1 The personnel alarm should automatically set off an alarm on the navigation bridge or in the officers’ quarters, as appropriate, and, if it is not reset from the machinery spaces in a period satisfactory to the Administration, this should be in a period not exceeding 30 min. 8.1.2 A pre-warning signal should be provided in the machinery spaces which operates 3 min before the alarm required by 8.1.1 is given.
Page 466 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 8.1.3 The alarm system should be put into operation: 1. automatically when the engineer on duty has to attend machinery spaces in case of a machinery alarm; 2. or manually by the engineer on duty when attending machinery spaces on routine checks. 8.1.4 The alarm system should be disconnected by the engineer on duty after leaving the machinery spaces.
When the system is brought into operation in accordance with 8.1.3.1, disconnection should not be possible before the engineer has ack nowledged the alarm in the machinery spaces. 8.1.5 The personnel (dead man) alarm may also operate the engineers’ alarm. 8.3 Engineers’ alarm In addition to manual operation from the machinery space, the engineers’ alarm on ships with periodically unattended machinery spaces should operate when the machinery alarm is not acknowledged in the machinery spaces or control room in a specified limited period of time, depending on the size of the ship but not exceeding 5 min.
TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, including contractors.
The documented procedures may include familiarisation with: • Vessel specific operations and equipment.
Records of familiarisation are maintained.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: SOLAS Chapter II -1 Part C – Machinery installations Regulation 38 Engineer's alarm An engineer's alarm shall be provided to be operated from the engine control room or at the manoeuvring platform as appropriate and shall be clearly audible in the engineers' accommodation.
Part E - Additional requirements for periodically unattended machinery spaces Regulation 51 Alarm system 1 An ( machinery ) alarm system shall be provided indicating any fault requiring attention and sh all: Page 467 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 1. be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position; 2. have a connection to the engineers' public rooms and to each of the engineers' cabins through a selector switch, to ensure connection to at least one of those cabins.
Administrations may permit equivalent arrangements; 3. activate an audible and visual alarm on the navigating bridge for any situation which requires action by or attention of the officer on watch; 4. as far as is practicable be designed on the fail -to-safety principle; and 5. activate the engineers' alarm required by Regulation 38 if an alarm function has not received attention locally within a limited time.
The operator should have developed procedures for the operation and testing of the engineers’ alarm that included: • A description of its operation. • Requirements for regularly testing the alarm and recording the results.
The engineers’ alarm must be capable of manual operation from the engine control room or at the manoeuvring platform as appropriate to indicate that assistance is needed.
In UMS ships, the engineers’ alarm should act as a back -up in the event the machinery alarm is not acknowledged within a specified time, but not exceeding 5 minutes (A.1021(26) 8.3).
In addition, the engineers’ alarm may be configured to sound if the (personnel) dead man alarm is not reset within the specified time.
['Sight and if necessary, review the company procedures for the operation and testing of the machinery alarm.', 'Review the records of regular testing of the machinery alarm.', 'Interview an engineer officer to verify their familiarity with the operation and testing of the machinery alarm.', 'During the inspection of the bridge, interview a navigation officer to verify their familiarity with the separate functions of the machinery alarm panel.', 'Request that, if safe and permitted to do so by the terminal, the machinery alarm is tested during the inspection.
Expected Evidence', 'Company procedures for the operation and testing of the machinery alarm.', 'Records of regular testing of the machinery alarm.
Potential Gr o unds for a']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition. 5.4.3 Watertight Doors Many lives have been lost and serious injuries caused as a result of incorrectly operated watertight doors.
These doors are designed to close against any obstructions during an emergency in order to limit the spread of fire or flooding.
Personnel should never try to cross through a watertight door if it is moving and is not fully open… TMSA KPI 4A.1.4 requires that procedures are in place to record the testing of critical equipment and systems that are not in continuous use.
Testing is performed in accordance with mandatory requirements and manufacturers’ recommendations.
IMO: ISM Code 10.3 The company should identify equipment and technical systems the sudden operational failure of which may result in hazardous situations.
The SMS should provide for specific measures aimed at promoting the reliability of such equipment or systems.
These measures should include the regular testing of standby arrangements and equipment or technical systems that are not in continuous use.
IMO: SOLAS Chapter II -I Regulation 13-1 2.
Doors provided to ensure the watertight integrity of internal openings which are used while at sea are to be sliding watertight doors capable of being remotely closed from the bridge and are also to be operable locally from each side of the bulkhead.
Indicators are to be provided at the control position showing whether the doors are open or closed, and an audible alarm is to be provided at the door closure.
The power, control and indicators are to be operable in the event of main power failure.
Particular attention is to be paid to minimizing the effect of control system failure.
Each power -operated sliding watertight door shall be provided with an individual hand- operated mechanism.
It shall be possible to open and close the door by hand at the door itself from both sides.
Page 473 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 3.
Access doors and access hatch covers normally closed at sea, intended to ensure the watertight integrity of internal openings, shall be provided with means of indication locally and on the bridge showing whether these doors or hatch covers are open or closed.
A notice is to be affixed to each such door or hatch cover to the effect that it is not to be left open Chapter III Regulation 19 3.5.2 Each fire drill shall include; 5. checking the operation of watertight doors, fire doors, fire dampers and main inlets and outlets of ventilation systems in the drill area; and
The vessel operator should have developed procedures for the operation, inspection and regular testing of watertight doors.
There are two types of watertight door: • Doors used while at sea, e.g. for routine access. • Doors and hatch covers normally closed at sea.
All watertight doors must have indicators on the bridge showing whether they are open or closed.
Doors and hatch covers normally closed at sea must be marked to indicate they must not be left open.
Watertight doors which are used while at sea: • Must be horizontally sliding doors • May be powered by hydraulic cylinders or electric motors • Are made watertight either by steel to steel or with a rubber gasket. • Must be capable of being remotely closed from the bridge with local audible alarm and light. • Must be capable of manual and emergency operation adjacent to the door. • Must have instructions for use, local control, remote control and emergency operation, clearly posted.
Watertight sliding doors should not be left in the emergency “doors closed” mode on the bridge.
This should be used for emergency and testing use only.
The doors should be tested regularly, at least at every fire drill.
The vessel operator should have decl ared whether the vessel was outfitted with any watertight doors required by SOLAS II -I Reg 13-1 thorough the Pre- inspection questionnaire.
This question will only be allocated to vessels provided with watertight doors.
['Sight, and if necessary, review the company procedures for the operation, inspection and regular testing of watertight doors.', 'Review records of the inspection and testing of watertight doors.', 'During the tour of the bridge inspect the indication and control panel for the watertight doors.', 'During the course of the inspection inspect the watertight doors and request the accompanying officer to demonstrate remote and/or local operation of a sliding watertight door.
Page 474 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Interview the accompanying officer to verify their familiarity with the company procedures for the operation, inspection and regular testing of watertight door.', 'Interview a rating and request that they describe or demonstrate the local operation of a watertight door.
Expected Evidence', 'Company procedures for the operation, inspection and regular testing of watertight doors.', 'Records of the inspection and testing of watertight doors.
Potential Grounds for a']
Industry Guidance UK MCA: Code of Safe Working Practices for Merchant Seafarers 24.4.1 Personal protective equipment complying with the relevant standard specifications or their equivalent must be worn by the operator and as appropriate by those assisting with the operation to protect them from particles of hot metal and slag and protect their eyes and skin from ultra- violet and heat radiation.
The operator should normally wear: • welding shields or welding goggles with appropriate shade of filter lens to EN 169 (goggles are only recommended for gas welding and flame cutting); • leather gauntlets; • leather apron (in appropriate circumstances); and • long- sleeved natural -fibre boiler suit or other approved protective clothing. 24.4.2 Clothing should be free of grease and oil and other flammable substances. 24.8.1 Compressed gas cylinders should always be handled with care, whether full or empty.
They should be properly secured and stored in a location appropriate to their intended use and risks, which an inadvertent release of gas may present.
The cylinders should be so secured as to be capable of quick and easy release, e.g. in the case of fire.
Where appropriate, cylinder trolleys should be used to transport cylinders from one place to another. 24.8.2 If the cylinder design permits protective caps over the valve, such caps should be screwed in place when the cylinders are not in use or are being moved.
Where the cylinder design does not permit protective caps over the valve, the valve system should be protected from inadvertent damage, e.g. from impact.
Valves should be closed when cylinders are empty. 24.8.3 Care should be taken in the storage of flammable gases used for hot work.
The storage should: • be separated according to ty pe of gas, and empty cylinders kept separate from full ones; Page 476 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • be well ventilated; • not be subject to extremes of temperatures; • not contain any sources of ignition, including electronic devices; and • be prominently marked ‘No smoking’ and have safety signs in accordance with the standards in Chapter 9, Safety signs and their use, Annex 9.1. 24.8.4 The following precautions also need to be taken in the case of compressed gas cylinders: Cylinders’ valves, controls and associated fittings should be kept free from oil, grease and paint; controls should not be operated with oily hands.
Gas should not be taken from such cylinders unless the correct pressure-reducing regulator has been attached to the cylinder outlet valve.
Cylinders found to have leaks that cannot be stopped by closing the outlet valve should be taken to the open deck away from any sources of heat or ignition and slowly discharged to the atmosphere. 24.9 Gas welding and cutting 24.9.4 Non-return valves should be fitted adjacent to the torch in the oxygen and acetylene supply lines. 24.9.5 Flame arrestors should be provided in the oxygen and acetylene supply lines and will usually be fitted at the low-pressure side of regulators, although they may be duplicated at the torch. 24.9.21 To prevent a build -up of dangerous concentrations of gas or fumes during a temporary stoppage or after completion of the work, supply valves on gas cylinders and gas mains should be securely closed and blowpipes, hoses and moveable pipes should be removed to lockers that open onto the open deck.
USCG: Code of Federal Regulations.
Title 46. 56.50- 103 Fixed oxygen- acetylene distribution piping. c.
Acetylene distribution piping and pipe fittings must be seamless steel.
Copper alloys containing less than 65 percent copper may be used in connection with valves, regulators, gauges, and other equipment used with acetylene. d.
Oxygen distribution piping and pipe fittings must be seamless steel or copper. g.
Pipe joints on the low -pressure side of the regulators shall be welded.
BCGA: Code of Practice 7.
The safe use of oxy-fuel gas equipment (individual portable or mobile cylinder supply) Appendix 1 Guidance on inspection and maintenance Provides detailed guidance in a table format for inspection and maintenance of oxy -fuel gas equipment which includes: Flashback arrestors and regulators: • Inspect and check annually. (Typically, this will include a creep test to ensure regulator integrity) • 5 years from date of manufacture or manufacturer’s recommendations, replace with a new, or refurbished unit.
Page 477 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Note 1: Components such as elastomers, seals and diaphragms, will wear and deteriorate from their date of manufacture whether in gas service or not.
Items stored out of gas service for one year or over should receive checks in accordance with the annual requirements.
BCGA: Technical Information Sheet 29.
Oxy- Fuel Gas Equipment – Selection and Assembly Flexible Hoses The good condition of hoses is of vital importance to safety.
Hoses shall be protected from heat, mechanical damage, traffic, sparks, hot splatter, slag and contamination, for example, by oil or grease.
Always discard hoses when the general condition shows signs of deterioration (refer to BCGA CP 7 (2).
Localised repairs are not recommended.
Correct hose connections, properly fitted and tested and retained by suitable clips or ferrules, are essential.
Hoses are not to be secured using worm drive clips.
UK HSE: Safety in gas welding, cutting and similar processes Turn the gas supply off at the cylinder when the job is finish ed or before the cylinders are moved or transported.
Gas leaks are often the result of damaged or poorly maintained equipment, poor connections or not closing valves properly after use.
Leaking hoses should not be repaired, but they can be shortened to remove a damaged section.
Make sure the blowpipe is fitted with spring-loaded non-return valves.
Protecting cylinders from flashbacks: Fit flashback arresters to both the oxygen and fuel gas hoses near to the regulators.
For long lengths of hose, fit arresters on both the torch and the regulator.
Oxygen leaks also increase the fire risk.
Clothing contaminated with oxygen, even fire-retardant clothing, will catch fire easily and burn very fiercely.
Oxygen can cause explosions if used with incompatible materials.
In particular, oxygen reacts explosively with oil and grease.
You must take the following precautions: • never allow oil or grease to come into contact with oxygen valves or cylinder fittings; • only use equipment designed for use with oxygen.
In particular, check that the regulator is safe for oxygen and for the cylinder pressure.
TMSA KPI 9A.1.1 requires that safety inspections are conducted at scheduled intervals by a designated Safety Officer.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified per sonnel.
Fixed piping for the distribution of oxygen and acetylene carried in cylinders should be of welded construction and bolted flanges are prohibited.
Acetylene piping must be steel, oxygen piping should be steel or copper.
Rubber or braided lines should not be used.
However braided lines may be used for the short length from the cylinder heads to the manifolds within the storage space.
In open air locations it may be acceptable for a short length of piping from the bottle to an isolation valve to be flanged.
This is the only exception, however.
Page 478 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Acetylene is 92.3% carbon and 7.7% hydrogen, is lighter than air and is highly flammable with an LEL of 2.5%. • Acetylene cylinders are normally coloured maroon. • The colour of oxygen cylinders, although commonly blue, may vary. • The use of propane in gas cutting and welding systems is prohibited. • The contents of a gas cylinder should always be confirmed from the label. • Acetylene hoses are normally red, oxygen hoses are normally blue.
Oxygen and acetylene should be kept in separate compartments except in the case of the cylinders that are in use, which may be stored in the same compartment.
Cylinders should be stowed away from heat sources and should not be in heavy traffic areas to prevent accidental knocking over or damage from passing or falling objects.
Cylinders should be stored with the valve end up.
Storage areas should be free of combustible material and not exposed to salt or other corrosive chemicals.
['Inspect the gas cutting and welding equipment including: o Cylinder storage location. o Distribution piping and manifolds. o In use and spare cylinders. o Regulators and flashback arrestors. o Oxygen and acetylene hoses. o Torches/blowpipes and non', 'return valves. o Associated PPE.', 'Review the records of periodic inspection and replacement of flashback arrestors and regulators in the gas cutting and welding equipment.
Expected Evidence', 'Records of periodic inspection and replacement of flashback arrestors and regulators in the gas cutting and welding equipment.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 9.5 Electric welding equipment Electric welding equipment should be carefully inspected before each use to ensure it is in good condition.
If necessary, it should be correctly earthed.
When using electric arc equipment, pay special attention to ensure: • Electrical supply connections are made in a gas free space. • Existing su pply wiring is adequate to carry the electrical current demand without overloading, causing heating. • Insulation of flexible electrical cables is in good condition. • Cable route to the work site is the safest possible, only passing over gas freed or inerted spaces. • Earthing connection is next to the work site and the earth return cable leads directly back to the welding machine.
The ship’s structure should not be used as an earth return.
UK MCA: Code of Safe Working Practices for Merchant Seafarers. 24.4.1 Personal protective equipment complying with the relevant standard specifications or their equivalent must be worn by the operator and as appropriate, by those assisting with the operation to protect them from particles of hot metal and slag and protect their eyes and skin from ultra- violet and heat radiation.
The operator should normally wear: • welding shields or welding goggles with appropriate shade of filter lens to EN 169 (goggles are only recommended for gas welding and flame cutting); • leather gauntlets; • leather apron (in appropriate circumstances); and • long- sleeved natural -fibre boiler suit or other approved protective clothing. 24.4.2 Clothing should be free of grease and oil and other flammable substances.
Precautions to be taken during electric arc welding Page 481 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 24.7.1 In addition to the protective clothing specified in section 24.4.1, the welding operator should wear non- conducting safety footwear complying with BS 7193:1989.
Clothing should be kept as dry as possible as some protection against ele ctric shock; it is particularly important that gloves should be dry because wet leather is a good conductor. 24.6 Electric welding equipment 24.6.1 In order to minimise personal harm from electric shock, electric welding power sources for shipboard use should have a direct current (DC) output not exceeding 70V, with a minimum ripple.
Further information on DC power sources is given in section
Industry Guidance OCIMF: Safety Critical Equipment and Spare Parts Guidance.
First Edition. 4.
Safety critical spare parts and safety management systems It is recommended that a proactive risk -based approach to the carriage of safety critical spare parts is taken for the management of hazardous situations.
This approach may need to be above and beyond minimum regulatory requirements.
Companies should apply this approach to both new -builds and to existing vessels IACS: A guide to managing maintenance in accordance with the requirements of the ISM Code.
Introduction … The objective must be to ensure the safe and reliable operation of the ship and its equipment, and compliance with all the applicable regulations.
How t his is achieved will depend on the size and complexity of the company and the types of ships that it operates.
The system may be entirely electronic, entirely paper -based, or a combination of the two, and the level of shore- based supervision will vary from one organization to another.
All that matters is that the system works, and that it works in a way that best suits the company.
If it does, it can pose no threat to the company’s ISM certification.
TMSA KPI 4.1.1 requires that each vessel in the fleet is covered by a planned maintenance system and spare parts inventory which reflects the company strategy.
The company identifies all equipment and machinery required to be included in the planned maintenance system, for example: • Navigation equipment. • Engine m achinery. • Deck machinery.
Page 484 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Cargo handling machinery/equipment. • Hull structure. • Electronic equipment.
The spare parts inventory may be standalone or integrated into the planned maintenance system.
The planned maintenance system, which may be computer -based, covers all identified onboard equipment and machinery and includes a schedule of planned maintenance tasks and a record of completed planned and unplanned maintenance.
IMO: ISM Code 10.1 the company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulation and with any additional requirements which may be established by the company.
The vessel operator should have developed a planned maintenance system along with procedures to ensure that it is managed correctly.
The procedures should define: • Which structure, machinery, equipment and components are managed through the planned maintenance system. • The identities and responsibilities of vessel staff for management and use of the planned maintenance system. • The responsibility for completing planned and unplanned tasks within the due date, but where this is not possible, any grace periods allowable before escalating the matter to shore-based management. • The pr ocess for gaining shore- based approval for deferring a planned or unplanned task beyond the due date and any grace period permitted elsewhere in the procedure. • The process for maintaining an accurate inventory of spare parts, including minimum stock invent ory for equipment identified as critical. • The management and reporting of defective equipment either through the planned maintenance system as an unplanned maintenance task or a separate defect reporting system.
The planned maintenance system should establ ish: • The inspection, maintenance and test schedules for the structure, machinery, equipment, components and associated alarms. • The identification of critical systems, their alarms and components.
['Sight, and where necessary review, the company procedure for managing the planned maintenance system provided onboard.', 'Review the planned maintenance system filtered for overdue planned or unplanned tasks and identify tasks that were either overdue by the original due date or by more than the company’s documented grace period where such periods had been defined.', 'Review the planned maintenance system filtered for deferred planned or unplanned tasks and verify that any such tasks had been deferred in accordance with company procedures and with documented management approval.', 'Review the planned maintenance system filtered for equipment identified as critical, select a piece of equipment and verify that the spare parts listed either met or exceeded the stated minimum required st ock level.', 'Select one item from the listed spare parts for the critical equipment reviewed above and note the part number, minimum stock level, reported stock level, store location and box number for later physical verification.
Page 485 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Select one item of non', 'crit ical equipment and select one spare part listed as being available and note the part number, reported stock level, store location and box number for later physical verification.', 'Interview one deck officer and one junior engineer officer regarding their responsibilities for conducting and recording planned maintenance tasks and, where the planned maintenance system was computer', 'based, request that they demonstrate the records for one task assigned to them.
Expected Evidence', 'The company procedure for managing the planned maintenance system provided onboard.', 'The planned maintenance system.', 'The manufacturer’s instructions for operating the planned maintenance system provided onboard. (where the system was computer based)', 'The spare parts inventory with critical equipment and spare parts identified, if not contained within the planned maintenance system.', 'The defect reporting system if not incorporated within the planned maintenance system.
Where a vessel is not provided with a computer based planned maintenance system, it is an expectation that vessel staff will prepare records in advance to permit the required inspector actions to be undertaken quickly and efficiently.
Potential Grounds for a']
The documentation on lubricating oil analysis is to be available on board.
Oil samples, to be submitted for the analysis, should be taken under service conditions IACS Rec. 36 Recommended procedure for the determination of contents of metals and other contaminants in stern tube lubricating oil. 1 General As provided by paragraph 1.2.14 of IACS UR Z21(Rev.4), a lubricating oil analysis should be carried out at the required intervals.
The documentation on lubricating oil analysis is to be available on board.
Each analysis, to be performed by an appropriate method, should include the minimum parameters as listed: • water contents, refer Section 4 • chloride contents, refer Section 4 • contents of bearing metal particles, refer Section 4 and 6 • oil ageing (resistance to oxidation), refer Section 5 TMSA KPI 4.3.3 requires that performance indicators have been developed to monitor fleet reliability.
The performance indicators are measured for individual vessels and fleet wide.
Examples of possible performance indicators include: • Results of lub oil and hydraulic oil analyses.
IMO: ISM Code Page 487 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
The vessel operator should have established an oil analysis programme to monitor the quality of lubrication and hydraulic oils used in key items of machinery.
The programme should be aligned with manufacturer ’s recommendations and Classification Society requirements.
The vessel operator should have developed a procedure setting out the actions to be taken when a deficiency in a sampled oil is identified in an oil analysis report.
This procedure may form part of the vessel’s maintenance plan.
The oils subject to routine analysis may include: • Stern tube lubricating oil • Main engine sump oil • Main engine stuffing box/piston rod scraper ring drain oil • Auxiliary engine sump oil • Emergency generator engine sump oil • Cargo and ballast pump turbine gearcase oil • Deep-well pump system hydraulic oil. • Deep-well pump power pack sump oil • Steering system hydraulic oil. • Bow and stern thruster gearcase oil • Controllable pitch propeller hydraulic oil • Mooring system hydraulic oil • Cargo and ballast system valve remote control system. • Mooring winch and windlass gearcase oil. • Hose handling crane hydraulic oil • Cargo system thermal heating oil The vessel operator should have declared through the pre-inspection questionnaire whether the v essel was enrolled in a lube oil testing programme, and if so: • Which oils were subject to routine analysis. • The frequency of analysis for each oil included in the programme(s).
This data will be inserted in the inspection editor and reproduced in the final inspection report.
Where the vessel was not enrolled in a lubricating and hydraulic oil analysis program this question will not be allocated and marked as no in the final report.
['Review the vessel’s lubricating and hydraulic oil analysis records and verify that:', 'Each oil declared as being included within the lube oil analysis program had been tested within the required time frame.', 'Where the results of oil analysis had resulted in either a “critical” (red) or “warning” (amber) alert: o The testing company or shore', 'based management had provided recommendations or instructions to rectify the condition. o There was evidence available that the recommendations or instructions to rectify the situation provided by the testing company or shore based management had been complied with.
Page 488 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Expected Evidence', 'The lubricating and hydraulic oil analysis programme information documenting the oils subject to analysis.', 'The lubricating and hydraulic oil analysis records for the previous two cycles of a nalysis.', 'Where analysis had resulted in a “critical” (red) or “warning” (amber) status, any follow up communications from shore', 'based management.', 'Maintenance records to demonstrate that the recommended or instructed actions had been taken to correct any “c ritical” or “warning” status.
Potential Grounds for a']
Industry Guidance OCIMF: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition.
Chapter 24.1 Bunkering in General Bunkering is a critical operation and requires care to ensure safety and to reduce the risk of pollution.
Bunkering operations should be planned and carried out in-line with legislation, standards and best practice guidelines to minimize the risk from the flammability, toxicity, cryogenic nature, volatility or pressure of the fuel being handled.
Vessel operators should manage the risks by ensuring that the crew is familiar with the management procedures for bunker operations and that they have all completed the appropriate training.
The crew designated to bunkering on board should have no other tasks during the operation.
This is particularly important when bunkers are being loaded at the same time as cargo.
Spills often occur when staff are distracted by other jobs. 24.6 Bunker checklis ts Safe bunker operations depend on good communications between the bunker vessel and the receiving ship, from pre-arrival to post -departure, and on complying with the agreed safe procedures at all stages.
The bunker checklists are a way to ensure that all the appropriate checks are formally agreed, carried out and recorded. • ISGOTT Bunker checklist: pre -arrival • ISGOTT Bunker checklist: checks after mooring • ISGOTT Bunker checklist: pre -transfer conference • ISGOTT Bunker checklist: pre -bunkering • ISGOTT Bunker checklist: repetitive checks • ISGOTT Bunker checklist: Post bunkering Page 490 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) TMSA KPI 6.2.5 requires that comprehensive procedures cover all aspects of bunkering operations for each vessel type within the fleet Operational procedures address: • Pre-arrival ch ecks. • Pipeline/hose connection including supervision of third-party personnel. • Bunker safety checklist including interface and communications. • Bunker tank gauging. • Agreed initial bulk transfer and topping off rates. • Draining/blowing lines and disconnection of hoses. • Bunker sample analysis. • Monitoring of bunker tank atmospheres for hydrocarbon gas, benzene and H2S IMO: ISM Code 7.
The company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks should be defined and assigned to qualified personnel.
The vessel operator should have developed bunkering procedures which require a formal bunkering plan to be developed for each bunkering operation.
The procedure and supporting checklists should consider the following: • Determining that there is adequate space for the volume of bunkers to be loaded. • Establishing maximum loading volume for all tanks. • Controls for the setting of bunker system valves. • Determining loading rates for the start of loading, bulk loading and topping- off. • Special precautions when loading into double bottom tanks. • Arrangements of bunker tank ventilation. • Internal tank overflow arrangements. • Verification of gauging system operation and accuracy. • Alarm settings on overfill alarm units. • Communication with the terminal to establish when bunkering can be undertaken. • Communications with the bunker supplier prior to commencement, to establish and record the loading procedure to be followed and to determine how quantity and quality checks may be carried out, particularly if safe access is needed between the ship and a barge. • Methods of managing the handling of bunker s which have or may have a hydrogen sulphide (H2S) content. • Testing procedures for determining the presence of hydrocarbon or H2S vapours. • Method of determining the temperature of the bunkers during loading. • Communications procedure for the operation, incl uding emergency stop. • Manning requirements to execute the operation safely. • Monitoring of the bunkering operation and checking it conforms to the agreed procedure. • Changing over tanks during loading. • Containment arrangements and clean-up equipment to be available. • Draining manifolds upon completion of bunkering.
['Sight, and where necessary review, the company procedures for bunkering operations.', 'Review a recent bunker transfer plan and verify that it: Page 491 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) o Identified the personnel involved in the bunkering operation and their designated duties. o Ensured that personnel involved in the bunkering operation were not assigned conflicting tasks during the bunkering. o Contained all information required by the company procedures. o Identified checks for flammable and toxic gas vapours within bunker tank ullage spaces that were required to be taken before, during and after bunkering. o Was signed for understanding by all officers involved in the bunkering operation. o Was signed by both the Master and Chief Engineer for approval.', 'Review the records of the same bunker operation and verify that: o Checklists were completed before, during and after the bunkering operation to ensure that all required safety and environmental protection measures were completed. o The bunker transfer followed the plan as presented. o The atmosphere of ullage spaces within the bunker tanks were tested in according with the plan. o Records were sufficiently detailed to identify which tanks were being loaded at any given time.', 'Where the vessel was involved in a bunkering operation during the inspection or had been involved in a bunkering operation during the previous two months, interview one engine room rating to gauge their familiarity with the bunkering plan and their role in the bunkering operation.
Expected Evidence', 'The company procedure for developing bunker transfer plans.', 'The company procedure for bunker operation record keeping.', 'The plans for recent bunker transfer operations.', 'The records for recent bunker transfer operations.
Potential Grounds for a']
Industry Guidance IACS No.151 (July 2017) Recommendation for petroleum fuel treatment systems for marine diesel engines. 3.4 Verification requirements . 3.4.2.4 Records of fuel sample analysis according to ISO 8217 (latest revision) should be retained on board the ship and should be presented to the surveyor during regular surveys. 3.4.2.5 It is recommended that a drip sample of fuel should be taken during bunkering at the bunker manifold in accordance with ISO 3170 or 3171 and ISO 13739, where applicable. 3.4.2.6 It is recommended that once a new bunker has started to be used, a fuel system audit is performed by a responsible person on board, taking fuel samples from before and after the treatment plant and at the engine fuel rail.
TMSA KPI 6.2.5 requires that comprehensive procedures cover all aspects of bunkering operations for each vessel type within the fleet: Operational procedures address: • Bunker sample analysis.
Specific guidance is provided for: • The unavoidable use of new bunkers before the receipt of analysis results.
IMO: ISM Code Page 493 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 7.
The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks should be defined and assigned to qualified personnel.
IMO: MARPOL Annex VI Chapter 3 Regulation 18 8.1 The bunker delivery note shall be accompanied by a representative sample of the fuel oil delivered...
Resolution MEPC.182(59) 2009 Guidelines for the sampling of fuel oil for determination of compliance with the revised MARPOL Annex VI The primary objective of these Guidelines is to establish an agreed method to obtain a representative sample of the fuel oil for combustion purposes delivered for use on board ships.
The vessel operator should have developed procedures which required bunker samples to be taken or obtained during each bunkering operation as follows: • A representative sample of each delivery of fuel oil delivered accompanied by a bunker delivery note to be retained for MARPOL Annex VI compliance verification purposes. • Representative samples of each delivery of marine residual fuel oil delivered for quality analysis and retention in accordance with the contracted fuel quality testing service provider. • Where sampling for quality analysis was not required at every bunkering, the frequency of taking samples of marine distillate fuel for retention and analysis in accordance with contracted fuel analysis testing services.
The procedures should provide guidance as to the actions to be taken in the circumstance that: • Fuel oil analysis determine that the required specification was not met. • The vessel suffered any problems relating to fuel oil quality. • Fuel quality was found to contravene MARPOL Annex VI. • The use of new bunkers before receipt of analysis results was unavoidable.
The vessel operator should have provided details of the marine distillate and marine residual fuel analysis program through the pre- inspection questionnaire.
['Sight, and where necessary review, the company procedures for managing fuel oil samples, arranging fuel oil analysis and, where necessary, the remedial actions to be taken where fuel oil quality raises a concern.', 'Review recent bunkering records and verify that bunker samples had been taken and either retained or analysed as required by company procedures.', 'Review recent bunker analysis reports and verify that any advisory notes had been complied with.', 'Review Oil Record Book Part 1 and verify that recent bunkering operations were accurately recorded.
Expected Evidence', 'The company procedures for managing fuel oil samples, arranging fuel oil analysis and remedial actions to be taken where fuel oil quality raises a concern.', 'Bunker delivery notes for the previous twelve months.
Page 494 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Bunker analysis reports for the previous twelve months.', 'Oil Reco rd Book Part 1 covering all fuel oil bunkering operations for the previous six months and the last bunkering if more than six months previously.
Potential Grounds for a']
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition. 10.3.4 Changeover Procedure The issues associat ed with changing between different grades of fuel can be managed by using a system -specific procedure.
All ships should have a system -specific changeover calculator, which should give enough time to ensure a complete and smooth change between different gra des.
See checklist B4: Fuel changeover for examples of fuel changeover procedures.
Joint Industry Guidance: The supply and use of 0.50% - sulphur marine fuel.
Any new crew members joining a ship should be familiarized and trained before participating in the fuel switching process.
The proper implementation of fuel switching and reliable operation of the propulsion machinery during switching and while operating on the different grades of fuel is essential.
This is particularly the case if switching is being carried out close to ports and coastal waters where there is the greatest risk to the ship and the environment from loss of, or reduction in, the ship’s propulsion power.
Great care should be taken when switching fuel so as to avoid situations that may jeopardize the safety of the ship, e.g. by considering the distance to the coastline and the density of traffic OCIMF / INTERTANKO: Recommendations on the Hazard Assessment of Fuel Changeover Processes (July 2013). 5 Summary It is recommended that fuel changeover procedures are subjected to a thorough hazard analysis (HAZID) to identify risks and necessary preventative and mitigation measures Page 496 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) TMSA KPI 10.2.4 requires that the environmental management plan includes procedures for fuel management in order to ensure regulatory compliance, energy efficiency and reduced emissions.
Onboard fuel management procedures may include: • Requirements prior to entering and leaving Emission Control Areas.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks should be defined and assigned to qualified personnel.
IMO: MARPOL Annex VI Regulation 14 1.
The sulphur content of any fuel oil used on board ships shall not exceed the following limits: 1.3. 0.50% m/m on and after 1 January 2020. 4.
While ships are operating within an emission control area, the sulphur content of fuel oil used on board ships shall not exceed the following limits: 4.3. 0.10% m/m on and after 1 January 2015. 6.
Those ships using separate fuel oils to comply with paragraph 4 of this regulation and entering or leaving an emission control area set forth in paragraph 3 of this regulation shall carry a written procedure showing how the fuel changeover is to be done, allowing sufficient time for the fuel oil service system to be fully flushed of all fuel oils exceeding the applicable sulphur content specified in paragraph 4 of this regulation prior to entry into an emission control area.
The volume of low sulphur fuel oils in each tank as well as the date time and position of the ship when any fuel changeover operation is completed prior to the entry into an emission control area or commenced after exit from such an area shall be recorded in such logbook as prescribed by the Administration.
The vessel operator should have developed procedures, based on risk assessment, describing the changeover of fuel grades used onboard.
Due to the complexity of vessel types, available fuels, regulation and means to maintain compliance, there will be a variety of changeovers required.
Procedures should be developed for the following fuel changeovers, as applicable to the vessel: • Non-compliant residual fuel oil with use of a scrubber to compliant residual or distillate fuel oil. • Compliant residual fuel oil to compliant distillate fuel oil. • Compliant residual fuel oil to non-compliant residual fuel oil with use of a scrubber. • Compliant distillate fuel oil to compliant residual fuel oil. • LNG to compliant residual or distillate fuel oil. • Compliant residual or distillate fuel oil to LNG. • Incompatible fuel grades. • The use of cargo condensate or other forms of novel fuel sources.
Page 497 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) The fuel changeover procedures, supplemented by checklists where applicable, should be vessel specific and describe in detail the process to change from one grade of fuel to another.
Where the fuel change process could potentially lead to blackout or loss of propulsion, the company should define the circumstances or location where the fuel grade changeover may take place.
['Sight, and where necessary review, the company procedures describing the changeover of fuel grades onboard.', 'Review fuel change over records for a recent voyage where fuel grades had been changed and verify that the change had been completed in accordance with the company procedures.', 'Review the location of the vessel during the changeover process and verify that it was completed in accordance with any geographic or situational safety restrictions put in place by the company.
Expected Evidence', 'The company procedures describing the changeover of fuel grades onboard .', 'The vessel specific procedures for changing of fuel grades for main engines, generators and boilers.', 'Onboard records demonstrating that fuel changes had been completed in accordance with MARPOL Annex VI regulations, company procedures and vessel specific instructions, including: o Engine Room Log Book o Any other Log Book used to record fuel changeovers as required by MARPOL Annex VI, Regulation 14.6 (which may be an electronic log book).
Potential Grounds for a']
Sixth Edition 24.3.2 Transfer equipment requirements for LNG bunkering Different types of equipment are used to perform LNG bunker transfers: rigid arms, hybrid systems, (rigid structure handling flexible lines) and flexible hoses.
All LNG transfer systems must be equipped with ERS and ESD systems connected via a bunkering safety link.
The primary function of the bunkering safety link is to connect the supplier’s and receiver’s ESD systems, ensuring that in an emergency, either one can initiate a shutdown of liquid and vapour transfer, in a safe coordinated and controlled manner.
SGMF: Gas as a marine fuel.
Recommendations for linked emergency shutdown ( ESD) arrangements for LNG bunkering.
Version 1 Purpose This Technical Guidance Note (TGN) provides recommendations for the Emergency Shutdown System arrangements, integration, data and voice communication and interfaces for the LNG bunkering of gas -fuelled vessels.
It specifically addresses the functional safety principles of the linked ESD system to ensure a controlled shutdown of the bunkering operation in the case of an emergency.
The document responds to the demand for a common approach across the industry for emergency shutdown.
It also addresses concerns regarding differing interpretations of emergency shutdown functional requirements, the functional safety principles, and the means of control between a gas fuel supplier and a receiver gas -fuelled vess el over the bunkering operation.
IACS: Rec 142.
LNG Bunkering Guidelines (2016) Page 503 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 2.1.6 Emergency Shut -Down (ESD) These are systems installed as part of the LNG transfer system that are designed to stop the flow of LNG and/or prevent damage to the transfer system in an emergency.
The ESD may consist of two parts, they are: • ESD - stage 1, is a system that shuts the LNG transfer process down in a controlled manner when it receives inputs from one or more of the following; transfer personnel, high or low level LNG tank pressure alarms, cables or other means designed to detect excessive movement between transfer vessels or vessel and an LNG bunkering facility, or other alarms. • ESD - stage 2, is a system that activates decoupling of the transfer system between the transfer vessels or between a vessel and an LNG bunkering facility.
The decoupling mechanism contains quick acting valves designed to contain the contents of the LNG transfer line (dry break) during decoupling. 2.1.7 Emergency Release Coupling (ERC) The ERC is normally linked to the ESD system where this may be referred to as ESD2 as per SIGTTO “ESD arrangements & linked ship/shore systems for liquefied gas carriers”.
An emergency release coupling is activated: • By excessive forces applied to the predetermined section, or • By manual or automated control, in case of emergency. 2.1.8 Emergency Release System (ERS) A system that provides a positive means of quick release of the transfer system and safe isolation of receiving vessel from the supply source. 5.5 ESD systems The bunkering facility and receiving ship should be fitted with a linked ESD system such that any activation of the ESD systems should be implemented simultaneously on both bunkering facility and receiving ship.
Any pumps and vapour return compres sors should be designed with consideration to surge pressure in the event of ESD activation.
The bunkering line should be designed and arranged to withstand the surge pressure that may result from the activation of the emergency release coupling and quick closing of ESD valves.
On ESD activation, manifold valves on the receiving ship and bunkering facility and any pump or compressor associated with the bunkering operation are to be shut down except where this would result in a more hazardous situation (see Table 3).
An ESD activation should not lead to LNG being trapped in a pipe between closed valves.
An automatic pressure relief system is to be provided that is designed to release the natural gas to a safe location without release to the environment.
If not demonstrated to be required at a higher value due to pressure surge considerations, a suitably selected closing time up to 5 seconds should be selected, depending on the pipe size and bunkering rate from the trigger of the alarm to full closure of the ESD valves, in accordance with the IGF Code.
The emergency shutdown system ESD should be suitable for the capacity of the installation.
The minimum alarms and safety actions required for the transfer system are given in Table 3 below: Table 3: Alarms and safety actions required for the transfer system • Low pressure in the supply tank • Sudden pressure drop at the transfer pump discharge Page 504 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • High level in the receiving tank • High pressure in the receiving tank • LNG leakage in bunker station (gas detection/low temperature detection) • Gas detection in the ducting around the bunkering lines (if applicable).
Alert at 20% LEL, ESD activation at 40% of LEL • Manual activation of shutdown from either the ship to be bunkered or the bunkering installation (ES D1) • Manual activation of the emergency release coupling from either the ship to be bunkered or the bunkering installation (ESD2) • Safe working envelope of the loading arm exceeded • Fire detection (any fire detection on receiving ship or bunker facility) • Electrical power failure (supplied by independent source of energy, e.g. battery) Notes: • Alert is to be made at both the delivery and receiving ends of the transfer system to clearly identify the reasons for the ESD activation. • In each case, audible/visual alert to be made at bunker station/discharging station and ESD system to be activated. • Where the parameter that triggers the ESD is such that closure of vapour connection valves and shut down of vapour return compressors would increase the potential hazard (for example a receiving tank high level alarm) these are to remain open/active where appropriate.
The manual activation position for the ESD system should be outside the bunker station and should have a clear view of the manifold area (the ‘clear view’ may be provided via CCTV).
LNG bunker transfer should not be resumed until the transfer system and associated safety systems (fire detection, etc.) are returned to normal operation condition.
TMSA KPI 6.1.2 requires that procedures for pre-operational tests and checks of cargo and bunkering equipment are in place for all vessel types within the fleet.
Tests and checks of equipment may include: • ESD system operation.
IMO: ISM Code 7.
The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IGF Code 8 Bunkering 8.5.7 A ship-shore link (SSL) or an equivalent means for automatic and manual ESD communication to the bunkering source shall be fitted. 15 Control, Monitoring and Safety Systems 15.4.2 Overflow control .1 Each liquefied gas fuel tank shall be fitted with a high liquid level alarm operating independently of other liquid level indicators and giving an audible and visual warning when activated.
Page 505 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) .2 An additional sensor operating independently of the high liquid level alarm shall automatically actuate a shutoff valve in a manner that will both avoid excessive liquid pressure in the bunkering line and prevent the liquefied gas fuel tank from becoming liquid full. .4 All elements of the level alarms, including the electrical circuit and the sensor(s), of the high, and overfill alarms, shall be capable of being functionally tested.
Systems shall be tested prior to fuel operation in accordance with
Sixth Edition 24.1 Bunkering in General Bunkering is a critical operation and requires care to ensure safety and to reduce the risk of pollution.
Bunkering operations should be planned and carried out in line with legislation, standards and best practice guidelines to minimize the risk from the flammability, toxicity, cryogenic nature, volatility or pressure of the fuel being handled.
Vessel operators should manage the risks by ensuring that the crew is familiar with the management procedures for bunker operations and that they have all completed the appropriate training.
The crew designated to bunkering on board should have no other tasks during the operation.
This is particular ly important when bunkers are being loaded at the same time as cargo.
Spills often occur when staff are distracted by other jobs. 24.3 Liquefied Natural Gas fuelled ships and Liquefied Natural Gas bunkering The cryogenic nature and volatility of LNG means that its properties, characteristics, and behaviour are very different to conventional marine fuels.
This means additional precautions are needed as described below. 24.3.2.4 Boil-Off Gas and pressure control Boil-Off Gas (BOG) is produced by LNG fuel systems when the storage tanks absorb heat from the environment.
Additional BOG may be produced during bunkering operations due to flashing, etc. If this BOG is not managed, it may result in an increase of temperature and pressure in the storage tank.
Eventual ly the pressure relief valves may operate, allowing a release of LNG to the environment.
Vapour control during bunkering operations is critical and can be handled in several different ways including: Page 509 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Vapour return Line (VRL) allowing the vapour displaced from the receiving tank to be returned to the supplier’s tank. • Pressure accumulation in suitably constructed tanks. • BOG and LNG conditioning provisions, such as sub- cooler. • Burning of BOG in an approved consumer, such as a Gas Combustion unit (GCU) or Dual Fuel Diesel Engine (DFDE). • Cooling via top spraying/filling in storage tanks.
Personnel responsible for LNG bunkering operations should be fully familiar with the means fitted to their ship or facility to control BOG and the associated procedures.
The IGF Code states that venting of fuel vapour for the control of the tank pressure is not acceptable except in emergency situations and that LNG fuelled ships must be fitted with means of maintaining tank pressure below the set pressure of the relief valves, with the ship in idle condition, for 15 days. 24.5 Alternative fuels The characteristics and behaviour of alternative fuels, such as Liquefied Petroleum Gas (LPG), hydrogen (H2), ammonia (NH4) and methanol (CH3OH), are significantly different to conventional marine fuels and LNG.
Risks should be mitigated and avoided.
Throughout the alternative fuel bunker chain, each element should be carefully designed and constructed.
Dedicated safety, operational and maintenance procedures should be in place to be executed by trained personnel.
Most of the guidelines in section 24.1 apply to all possible alternative fuels. 24.6 Bunker checklists Safe bunker operations depend on good communication between the bunker vessel and the receiving ship, from pre-arrival to post -departure, and on compliance with the agreed safe procedures at all stages.
The bunker checklists help to ensure that all the appropriate checks are formally agreed, carried out and recorded. 24.7 Liquefied Natural Gas bunkering safety checklists ISO have produced LNG bunker checklist to support the IGF Code.
These are contained in ISO 20519:2017 Ships and marine technology - Specification for bunkering of liquefied natural gas fuelled vessels.
In addition, the International Association of Ports and Harbours (IAPH) has developed harmonised checklists for known LNG bunkering scenarios: STS, shore to ship and truck to ship.
These checklists are available on the lngbunkering.org website and aim to standardised procedures across different ports/countries.
ISO 20519 allows alternative checklist to be used as long as they contain at least the same information that is listed in its own checklists.
The checklists developed by IAPH may be used in place of the standard ISO 20519 checklists if: 1.
Both parties agree t o use the alternative checklists. 2.
The competent authorities permit their use. 3.
The checklists are used from pre-operations through to the completion of the transfer (no mixing of checklists).
TMSA KPI 6.2.5 requires that comprehensive procedures cover all aspects of bunkering operations for each vessel type within the fleet.
Operational procedures address: • Pre-arrival checks. • Pipeline/hose connection including supervision of third-party personnel.
Page 510 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Bunker safety checklist including interface and communications. • Bunker tank gauging. • Agreed initial bulk transfer and topping off rates. • Draining/blowing lines and disconnection of hoses.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IGF Code 1 Preamble The current version of this Code includes regulations to meet the functional requirements for natural gas fuel.
Regulations for other low -flashpoint fuels will be added to this Code as, and when, they are developed by the Organization.
In the meantime, for other low -flashpoint fuels , compliance with the functional requirements of this Code must be demonstrated through alternative design. 18 Operation 18.2 Functional requirements 1. the ship shall be provided with operational procedures including a suitably detailed fuel handling manual, such that trained personnel can safely operate the fuel bunkering, storage and transfer systems; 18.4 Regulations for bunkering operations 18.4.1 Responsibilities 18.4.1.1 Before any bunkering operation commences, the master of the receiving ship or his representative and the representative of the bunkering source (Persons in Charge, PIC) shall: 1. agree in writing the transfer procedure, including cooling down and if necessary, gassing up; the maximum transfer rate at all stages and volume to be trans ferred; 2. agree in writing action to be taken in an emergency; and 3. complete and sign the bunker safety check -list. 18.4.2 Overview of control, automation and safety systems 18.4.2.1 The fuel handling manual required by 18.2.3 shall include but is not limited to: 1. overall operation of the ship from dry -dock to dry -dock, including procedures for system cool down and warm up, bunker loading and, where appropriate, discharging, sampling, inerting and gas freeing; 2. bunker temperature and pressure control, alarm and safety systems; 3. system limitations, cool down rates and maximum fuel storage tank temperatures prior to bunkering, including minimum fuel temperatures, maximum tank pressures, transfer rates, filling limits and sloshing limitations; 4. operation of inert gas systems; 5. firefighting and emergency procedures: operation and maintenance of firefighting systems and use of extinguishing agents; 6. specific fuel properties and special equipment needed for the safe handling of the particular fuel; 7. fixed and portable gas detection operation and maintenance of equipment; 8. emergency shutdown and emergency release systems, where fitted; and Page 511 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 9. a description of the procedural actions to take in an emergency situation, such as leakage, fire or potential fuel stratification resulting in rollover. 18.4.3 Pre-bunkering verification 18.4.3.1 Prior to conducting bunkering operations, pre-bunkering verification including, but not limited to the following, shall be carried out and documented in the bunker safety checklist: 1. all communications methods, including ship shore link (SSL), if fitted; 2. operation of fixed gas and fire detection equipment; 3. operation of portable gas detection equipment; 4. operation of remote controlled valves; and 5. inspection of hoses and couplings. 18.4.3.2 Documentation of successful verification shall be indicated by the mutually agreed and executed bunkering safety checklist signed by both PIC's.
The vessel operator should have developed LNG (or other low -flashpoint fuel) bunkering procedures and suitable bunker safety checklists (e.g., ISO or IAPH) which included: • The preparation of a detailed bunker transfer plan for each operation. • Roles and responsibilities for personnel involved in the bunkering operation. • Description of the bunkering system, including emergency shutdown (ESD) and emergency release systems (ERS), where fitted. • Hazards when connecting/disconnecting hoses or hard arms. • Pre-bunkering verification of: o All communication methods, including ship shore link (SSL), if fitted. o Operation of fixed gas and fire detection equipment. o Operation of portable gas detection equipment. o Operation of remote controlled valves. o Inspection of hoses and couplings. • Procedures for cooling down and if necessary, gassing up. • Line draining m ethod and nitrogen purging sequence/arrangements. • Method for tank pressure control and boil -off gas (BOG) return if provided. • Protection arrangement for the ship’s side against possible leaks. • Maximum tank filling limits, transfer rates and topping off rates. • Manning for deck and control room operations. • Actions to be taken in an emergency. • Records to be kept.
These procedures may form part of the Fuel Handling Manual required by the IGF Code.
Where the vessel uses a low -flashpoint fuel other than LNG, procedures and checklists should comply, as far as possible, with the requirements of the IGF Code.
['Sight, and where necessary review the company procedures for bunkering operations of LNG (or other low', 'flashpoint fuel).', 'Sight, a nd where necessary review the Fuel Handling Manual required by the IGF Code.', 'Review a recent bunker transfer plan and verify that it: o Identified the personnel involved in the bunkering operation and their designated duties. o Ensured that personnel involved in the bunkering operation were not assigned conflicting tasks during the bunkering.
Page 512 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) o Contained all information required by the company procedure. o Had been signed for understanding by all officers involved in the bunkering operation. o Had been signed by both the Master and Chief Engineer for approval.', 'Review the records of the same bunker operation and verify that: o Suitable checklists had been used consistently (e.g., ISO or IAPH). o Checklists were completed before, during and after the bunkering operation t o ensure that all required safety and environmental protection measures were completed. o The bunker transfer followed the plan as presented. o Records included sufficient detail, e.g., tank pressures, temperatures and transfer rates of the transfer operation.', 'Where the vessel was involved in an LNG bunkering operation during the inspection or had been involved in an LNG bunkering operation within the previous two months, interview one officer or rating identified in the bunkering plan as having a role or responsibility in the bunkering operation, to gauge their familiarity with the bunker transfer plan and their role in the bunkering operation.
Expected Evidence', 'Company procedures for bunkering operations of LNG (or other low', 'flashpoint fuel).', 'Fuel Handling Manual required by the IGF Code.', 'Plans for recent bunker transfer operations.', 'Records for recent bunker transfer operations, including completed checklists.
Potential Grounds for a']
Industry Guidance IACS: Rec 142.
LNG Bunkering Guidelines (2016) 1.5.6 Protection of the hull plate, shell side and ship structure Protection from cryogenic brittle fracture of the receiving ship deck and structure caused by leakage of LNG should be fitted as per IGF code requirements.
When appropriate one or more of the following protective measures may be utilised: • A water curtain may be installed to protect the ship’s hull. • A cover of suitable material grade to withstand LNG temperatures may be installed underneath the transfer hose to protect deck plating. • A drip tray of suitable material grade to withstand LNG temperatures may be fitted below the pipe coupling to collect LNG spill. 5.4 Leakage detection CCTV is recommended to observe the bunkering operation from the bridge or operation control room.
The CCTV should provide images of the bunker connection and also, if possible, the bunker hose, such that movement of the transfer system during bunkering is visible.
CCTV is particularly recommended for enclosed bunker stations.
Where CCTV is not provided, a permanent watch should be maintained from a safe location.
TMSA KPI 6.2.5 requires that comprehensive procedures cover all aspects of bunkering operations for each vessel type within the fleet.
Operational procedures address: • Pre-arrival checks. • Pipeline/hose connection including supervision of third-party personnel. • Bunker safety checklist including interface and communications. • Bunker tank gauging. • Agreed initial bulk transfer and topping off rates. • Draining/blowing lines and disconnection of hoses.
Page 515 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: IGF Code 5.10 Regulations for drip trays 5.10.1 Drip trays shall be fitted where leakage may occur which can cause damage to the ship structure or where limitation of the area which is affected from a spill is necessary. 5.10.2 Drip trays shall be made of suitable material. 5.10.3 The drip tray shall be thermally insulated from the ship's structure so that the surrounding hull or deck structures are not exposed to unacceptable cooling, in case of leakage of liquid fuel. 5.10.4 Each tray shall be fitted with a drain valve to enable rainwater to be drained over the ship's side. 5.10.5 Each tray shall have a sufficient capacity to ensure that the maximum amount of spill according to the risk assessment can be handled. 8.5.3 A manually operated stop valve and a remote op erated shutdown valve in series, or a combined manually operated and remote valve shall be fitted in every bunkering line close to the connecting point.
It shall be possible to operate the remote valve in the control location for bunkering operations and/or from another safe location. 11.5.7 Remote start of pumps supplying the water spray system and remote operation of any normally closed valves to the system shall be located in a readily accessible position which is not likely to be inaccessible in case of fire in the areas protected. 15.5 Regulations for bunkering control 15.5.1 Control of the bunkering shall be possible from a safe location remote from the bunkering station.
At this location the tank pressure, tank temperature if required by 15.4.11, and tank level shall be monitored.
Remotely controlled valves required by 8.5.3 and 11.5.7 shall be capable of being operated from this location.
Overfill alarm and automatic shutdown shall also be indicated at this location. 15.5.2 If the ventilation in the ducting enclosing the bunkering lines stops, an audible and visual alarm shall be provided at the bunkering control location, see also 15.8. 15.5.3 If gas is detected in the ducting around the bunkering lines an audible and visual alarm and emergency shutdown shall be provided at the bunkering control location. 18.4.6.1 Warning signs shall be posted at the access points to the bunkering area listing fire safety precautions during fuel transfer. 18.4.6.2 During the transfer operation, personnel in the bunkering manifold area shall be limited to essential staff only.
All staff engaged in duties or working in the vicinity of the operations shall wear appropriate personal protective equipment (PPE).
A failure to maintain the required conditions for transfer shall be cause to stop operations and transfer shall not be resumed until all required conditions are met.
At the bunkering control location, which should be in a safe area, the following controls and instrumentation should be available and operational: Page 516 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Controls for the remote operated shutdown valve at the manifold. • Controls for the remote operated valves in the water spray system. • Indicators for fuel tank pressure, temperature and tank level. • Overfill and automatic shutdown alarm. • Audible and visual alarms for ventilation failure and gas detection in the ducting around the bunker lines.
If CCTV of the bunkering manifold area is fitted, it should be operational.
If it is not fitted, a manifold watch should be maintained from a safe location during bunkering operations.
At the bunkering manifold area, suitable protection against cryogenic brittle fracture of the ship’s deck or structure should be provided such as a: • Water curtain to protect the ship’s hull. • Thermal blanket or cover to protect deck plating. • Drip tray of suitable size and material that is thermally insulated from the ship’s structure and fitted with a drain valve.
The bunker manifold area should be visibly restricted to essential personnel only, and fire safety warning si gns should also be posted at the access points.
All personnel in the vicinity of the bunkering operations should wear appropriate PPE taking into account the cryogenic hazards.
['Inspect the bunkering manifold area.', 'Inspect the bunkering control location and as far as is safe and practicable, verify the controls, instrumentation and alarms located there are operational.
Expected Evidence None Potential Grounds for a']
Industry Guidance IMO: MSC.1/Circ.1432 Revised guidelines for the maintenance and inspection of fire protection systems and appliances. 2 Operational readiness All fire protection systems and appliances should at all times be in good order and readily available for immediate use while the ship is in service.
If a fire protection system is undergoing maintenance, testing or repair, then suitable arrangements should be made to ensure safety is not diminished through the provision of alternate fixed or portable fire protection equipment or other measures.
The onboard maintenance plan should include provisions for this purpose. 3 Maintenance and testing 3.1 Onboard maintenance and inspections should be carried out in accordance with the ship's maintenance plan, which should include the minimum elements listed in sections 4 to 10 of these Guidelines. 3.2 Certain maintenance procedures and inspections may be performed by competent crew members who have completed an advanced fire-fighting training course, while others should be performed by persons specially trained in the maintenance of such systems.
The onboard maintenance plan should indicate which parts of the recommended inspections and maintenance are to be completed by trained personnel. 3.3 Inspections should be carried out by the crew to ensure that the indicated weekly, monthly, quarterly, annual, two- year, five -year and ten -year actions are taken for the specified equipment, if provided.
Records of the inspections should be carried on board the ship or may be computer -based.
In cases where the inspections and maintenance are carried out by trained service technicians other than the ship's crew, inspection reports should be provided at the completion of the testing.
Page 518 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 3.4 In addition to the onboard maintenance and inspections stated in these Guidelines, manufacturer's maintenance and inspection guidelines should be followed. 3.5 Where particular arrangements create practical difficulties, alternative testing and maintenance procedures should be to the satisfaction of the Adm inistration.
TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, including contractors.
The documented procedures may include familiarisation with: • Vessel specific operations and equipment.
IMO: ISM Code 6.3 The Company should establish procedures to ensure that new personnel and personnel transferred to new assignments related to safety and protection of the environment are given proper familiarisation with their duties.
Instructions which are essential to be provided prior to sailing should be identified, documented and given.
IMO: SOLAS Remote controls for fuel and lube oil valves Chapter II -2 Regulation 4 2.2.3.4 Oil fuel pipes, which, if damaged, would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 l and above situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated.
In the special case of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the tank shall be fitted, but control in the event of fire may be effected by means of an additional valve on the pipe or pipes outside the tunnel or similar space.
If such an additional valve is fitted in the machinery space it shall be operated from a position outside this space.
The controls for remote operation of the valve for the emergency generator fuel tank shall be in a separate location from the controls for remote operation of other valves for tanks located in machinery spaces.
Emergency fuel and lube oil pump shut -offs Chapter II -2 Regulation 5 2.2.3 Means of control shall be provided for stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps, lubricating oil service pumps, thermal oil circulating pumps and oil separators (purifiers).
However, paragraphs 2.2.4 and 2.2.5 need not apply to oily water separators. 2.2.4 The controls required in paragraphs 2.2.1 to 2.2.3 and in regulation 4.2.2.3.4 shall be located outside the space concerned so they will not be cut off in the event of fire in the space they serve.
Chapter II -2 Regulation 14 2.2 Maintenance, testing and inspections 2.2.1 Maintenance, testing and inspections shall be carried out based on the guidelines developed by the Organization, (Refer to the Revised Guidelines for the maintenance and inspection of fire protection systems and appliances (MSC/Circ.1432)) and in a manner having due regard to ensuring the reliability of fire- fighting systems and appliances. 2.2.2 The maintenance plan shall be kept on board the ship and shall be available for inspection whenever required by the Administration.
Page 519 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 2.2.3 The maintenance plan shall include at least the following fire protection systems and firefighting systems and appliances, where installed: .6 emergency shut down of fuel supply. 2.2.4 The maintenance programme may be computer -based.
The vessel operator should have developed procedures which defined the frequency and method of inspection, testing and maintenance of: • The remote controls for fuel and lube oil quick closing valves. • The emergency fuel and lube oil pump shut -offs.
['Sight, and where necessary review the company procedures for the inspection, testing and maintenance of the remote controls for fuel and lube oil valves and emergency fuel and lube oil pump shut', 'offs and oil tank quick closing v alves.', 'Inspect the remote controls for fuel and lube oil valves and emergency fuel and lube oil pump shut', 'offs as shown on the vessel’s fire control plan and ensure they are: o In good order. o Not obstructed. o Clearly marked and identified with the equipment they control.', 'Inspect the oil tank quick closing valves and ensure they are: o In good order. o Properly armed. o Not secured open by external means.', 'Where necessary review the inspection, testing and maintenance records for: o The fuel and lube oil quick closing valves including their remote', 'control systems. o The emergency fuel and lube oil pump shut', 'off.', 'Interview the accompanying officer to verify their familiarity with the location, purpose and operation of the remote controls for fuel and lube oil valves and emergency fuel and lube oil pump shut', 'offs, and oil tank quick closing valves.
Expected Evidence', 'The company procedures for the inspection, testing and maintenance of the remote controls for fuel and lube oil valves and emergency fuel and lube oil pump shut', 'offs and oil tank quick closing valves.', 'The vessel’s maintenance plan for vessel’s fire protection systems and fire', 'fighting systems and appliances.', 'The records of inspections, tests and maintenance carried out on the remote controls for fuel and lube oil valves and emergency fuel and lube oil pump shut', 'offs and oil tank quick closing valves.
Potential Grounds for a']
Industry Guidance IMO: M SC.1/Circ.1321 Guidelines for measures to prevent fires in engine-rooms and cargo pump-rooms Part 2 Chapter 2 Piping system 2 Flexible pipes, hoses and hose assemblies 2.5.1 Hose assemblies should be inspected frequently and maintained in good order or replaced when there is evidence of distress likely to lead to failure.
Any of the following conditions may require replacement of the hose assembly: • leaks at fitting or in flexible hose. • damaged, cut or abraded cover. • kinked, crushed, flattened or twisted flexible hose. • hard, stiff, heat cracked or charred flexible hose. • blistered, soft, degraded or loose cover. • cracked, damaged or badly corroded fittings; and • fitting slippage on flexible hose. 5 Insulation materials 5.3 Inspection and maintenance A regular check of equipment should be made to confirm that the insulation is in place.
When maintenance or repair of equipment has been carried out, checks should be made to ensure that the insulation covering the high temperature or hot surfa ces has been properly reinstalled or replaced; surface temperature should be measured if considered necessary. 7 Pipe fittings Page 522 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 7.2 Installation Pipe fittings, including flanged connections should be carefully tightened without exceeding permissible torque.
If necessary, suitable spray shields or sealing tape should be used around flange joints and screwed pipe fittings to prevent oil spraying onto hot surfaces in the event of a leakage.
Part 3 Chapter 1 Control of flammable oils 2 Spray s hields for joints of pressurized flammable oil piping systems 2.1 Application Spray shields should be fitted around flanged joints, flanged bonnets and any other flanged or threaded connections of oil fuel and lubricating oil systems having an internal pressure exceeding 0.18 N/mm2 which have the possibility of being in contact with potential ignition sources by direct spray or by reflection.
The purpose of spray shields is to prevent the impingement of sprayed flammable oils onto a high temperature surface or other source of ignition. 2.2 Design and installation 2.2.1 Many types of spray shields are possible to avoid spray at flanged connections.
For example, the following may be treated as spray shield: • thermal insulation having sufficient thickness • anti-splashing tape made of approved materials • an anti-spray cover wrapped around the side of flange 2.3 Inspection and maintenance Spray shields should be inspected regularly for their integrity and any which have been removed for maintenance purposes should be refitted on completion of the task according to the manufacturer’s instructions 3 Jacketed high-pressure fuel lines of internal combustion engines 3.1 Application 3.1.1 All external high-pressure fuel delivery lines between the high-pressure fuel pumps and fuel injectors are required to be protected with a jacketed piping system capable of containing fuel from a high-pressure line failure. 3.4 Inspection and maintenance Regardless of the system selected, little additional maintenance or periodic inspection is required to keep the jacketed fuel lines in proper working order.
However, jacketed pipes should be inspected regularly and any drainage arrangement which may have been disconnected for maintenance purposes should be refitted on completion of the task.
Part 3 Chapter 2 Control Of Ignition Source 1 Insulation of hot surfaces and high temperature surfaces 1.2 Inspection and maintenance 1.2.1 A regular check of equipment or material should be made to confirm that the insulation is correctly installed.
When maintenance or repair to equipment has been carried out, checks should be made to ensure that the insulation covering the heated surfaces has been properly reinstalled or replaced.
Special attention should be paid to the following: Page 523 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • insulation areas where vibration may be present. • discontinuous part of exhaust gas piping and turbo charger; and • other suspect parts.
IACS: Recommendation No.18 (Rev.2).
Fire Prevention in Machinery Spaces of Ships in Service – Guidance to Owners. 1.1 Based in past experience it is known that the combination of combustible materials and sources of ignition are the main causes of machinery space fires.
The combustible material involved in the majority of cases oil, i.e. fuel oil, lubricating oil, thermal oil or hydraulic oil … 1.2 There is a large variety of potential ignition sources and the most common are hot surfaces, e.g. exhaust pipes and steam pipes, overheating of machinery or ignition from electrical installations due to short circuiting or sparks caused by operation of switchgear… TMSA KPI 4.1.1 requires that each vessel in the fleet is covered by a planned maintenance system and spare parts inventory which reflects the company’s maintenance strategy.
The company identifies all equipment and machinery required to be included in the planned maintenance system, for example: • Engine machinery.
IMO: ISM Code 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.
IMO: SOLAS Chapter II -2 Regulation 4 2.2.5.2 External high-pressure fuel delivery lines between the high-pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high- pressure line failure.
A jacketed pipe incorporates an outer pipe into which the high-pressure fuel pipe is placed, forming a permanent assembly.
The jacketed piping system shall include a means for collection of leakages and arrangements and shall be provided with an alarm in case of a fuel line failure. 2.2.5.3 Oil fuel lines shall not be located immediately above or near units of high temperature including boilers, steam pipelines, exhaust manifolds, silencer s or other equipment required to be insulated by paragraph
Industry Guidance ICS: Engine Room Procedures Guide.
First Edition.
Emergency checklists C6 – Oil Mist in Crankcase IACS: Unified Requirements M67 Type Testing Procedure for Crankcase Oil Mist Detection and Alarm Equipment 6.3 The oil mist detector monitoring arrangements are to be capable of detecting oil mist in air concentrations of between: (a) 0 and 10% of the lower explosive limit (LEL) or (b) between 0 and a percentage of weight of oil in air determined by the Manufacturer based on the sensor measurement method (e.g. obscuration or light scattering) that is acceptable to the Society taking into account the alarm level specified in 6.4.
Note: The LEL corresponds to an oil mist concentration of approximately 50mg/l (~4.1% wei ght of oil in air mixture). 6.4 The alarm set point for oil mist concentration in air is to provide an alarm at a maximum level corresponding to not more than 5% of the LEL or approximately 2.5mg/l.
TMSA KPI 4.1.1 requires that each vessel in the fleet is covered by a planned maintenance system and spare parts inventory which reflects the company’s strategy.
The company identifies all equipment and machinery required to be included in the planned maintenance system, for example: • Engine machinery.
IMO: ISM Code Page 527 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 8.1 The Company should identify potential emergency shipboard situations and establish procedures to respond to them.
IMO: SOLAS Chapter II -1 Regulation 47 Fire precautions 2.
Internal combustion engines of 2250 kW and above or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors or engine bearing temperature monitors or equivalent devices.
The vessel operator should have developed procedures for the operation, testing and maintenance of the crankcase oil mist detectors, engine bearing temperature monitors or equivalent devices which described: • Alarm set points. • Actions to be taken in the event of an alarm. • Testing procedures and frequency.
These procedures may refer to the vessel’s maintenance plan and/or the manufacturer’s instructions for the equipment.
Equivalent devices to oil mist detectors or engine bearing temperature monitors include splash- oil temperature monitors, crankcase pressure monitors, and recirculation arrangements.
The vessel operator should have declared through the pre-inspection questionnaire what system, if any, is fitted to the main and/or auxiliary engines to warn of potential crankcase explosions.
This information will be inserted in the inspection editor and the final report.
The question will only be allocated where a crank case monitoring system was fitted and HVPQ 12.1.1 was recorded as Motor or Diesel-Electric.
['Sight, and where necessary, review the company procedures for the operation and maintenance of the crankcase oil mist detectors, engine bearing temperature monitors or equivalent devices.', 'Where necessary, review the records for the testing and servicing of the crankcase oil mist detectors, engine bearing temperature monitors or equivalent devices.', 'Where possible, verify that the alarm for oil mist concentration in air is set at a maximum level corresponding to not more than 5% of the LEL or approximately 2.5mg/l.', 'If safe to do so, request that the accompanying officer tests the alarm for the oil mist detector or equivalent device in accordance with manufacturer’s instructions.
Expected Evidence', 'Company procedures for the operation of the crankcase oil mist detectors or engine bearing temperature monitors or equivalent devices.', 'Manufacturer’s instructions for the operation and maintenance of the oil mist detectors, engine bearing temperature monitors or equivalent devices.
Page 528 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Records for the testing and servicing of the oil mist detectors, engine bearing temperature monitors or equivalent devices.', 'Where oil mist detector(s) were fitted, evidence that the sensors had been calibrated in accordance with the manufacturer’s instructions and at the recommended frequency.
Potential Grounds for a']
Industry Guidance OCIMF: Safety Critical Equipment and Spare Parts Guidance.
First Edition. 3.2 Safety critical equipment Safety critical equipment is an individual piece of equipment, a control system or an individual protection device which in the event of a single point failure may: • Result in a hazardous situation which could lead to an accident, or • Directly cause an accident that results in harm to people or the environment.
At the highest level, the company may consider loss of key vessel safety critical functions, which may include (but are not limited to) the following: • Gas detection, oil mist detection, temperature monitoring.
ISO 16437:2012 Ships and marine technology - Lifesaving and fire protection — Atmospheric oil mist detectors for ships 1.1 This International Standard specifies requirements, t est methods and performance criteria for resettable oil mist detectors for use in fire hazard alarm systems installed on marine vessels.
Oil mist detectors may be installed where an identified risk of fire caused by ignition of flammable liquids, such as hydraulic, fuel and lubricating oil systems, exists. 1.2 This International Standard specifies requirements for the following detectors: • point type detectors employing a point aspirating sampling device or relying on dispersion of oil mist; • aspirating detectors, whereby the sampling point is separated from the sensing unit(s) and uses a pipe network for carrying the sampling air to the sensing unit(s); • open path or beam type detectors, whereby the concept of the point detector is expanded to a sampling pat h which can be 20m or more, as opposed to a few centimetres in the point type detector.
Page 530 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) TMSA KPI 4A.1.4 requires that procedures are in place to record the testing of critical equipment and systems that are not in continuous use.
Testing is performed in accordance with mandatory requirements and manufacturers’ recommendations.
IMO: ISM Code 10.3 The company should identify equipment and technical systems the sudden operational failure of which may result in hazardous situations.
The SMS should provide for specific measures aimed at promoting the reliability of such equipment or systems.
These measures should include the regular testing of standby arrangements and equipment or technical systems that are not in continuous use.
IMO: MSC.1/Circ. 1321 Guidelines for measures to prevent fires in engine -rooms and cargo pump -rooms.
Part 3 Chapter 5 Equipment installation 5 Hydraulic power packs 5.1.1 Hydraulic power packs of more than 50 kW with a working pressure more than 100 bar should be installed in specially dedicated spaces, with a separate ventilation system.
In vessels fitted with deep-well pumps driven by hydraulic power packs, pressure in the transmission pipes can be very high with the attendant risk of a flammable oil mist developing in the event of a leak.
Where the power packs are located within the main machinery space, but not in a specially dedicated space, it is advisable that an oil mist detector be fitted.
The oil mist detector should be regularly tested in accordance with manufacturers’ recommendations.
Where the power packs are fitted in the main machinery space, and in a specially dedicated space, this is intended to prevent hydraulic oil mist or vapours from reaching an ignition source in an adjacent compartment, and therefore: • The space should have a separate ventilation system. • Doors should be self -closing and kept closed when the power packs are in operation. • Any wire runs, kick -pipes, or other passes through a bulkhead to the space should be sealed with a fire - retardant putty or similar material. • However, doors, hatches, wire runs etc. do not need to be watertight.
Some hydraulic power units are designed to encapsulate the aggregate pumps and high pressure piping.
A save-all and level alarm are provided to warn of hydraulic oil leakage within the encapsulation.
This design prevents hydraulic mists or vapours from reaching an ignition source.
['During the tour of the main machinery space, inspect the hydraulic power packs and their location and: o If fitted in the main machinery space, determine whether: \uf0a7 An oil mist detector is fitted, or \uf0a7 The design encapsulated the pumps and high pressure piping and provided warning of leakage by means of a level alarm or other means. o If fitted in a specially dedicated space, verify that: \uf0a7 Doors were closed. \uf0a7 Any wire runs, kick', 'pipes, or other passes through a bulkhead to the space were sealed. \uf0a7 The separate ventilations system was in operation.', 'If fitted, and safe to do so, request that the accompanying officer demonstrate the testing of the oil mist detector.
Page 531 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'If fitted, and safe to do so, request that the accompanying officer demonstrates the testing of the level alarm or other means of leak detection for an encapsulated power pack system.', 'If fitted, review the records of regular testing of the oil mist detector and/or level alarm.
Expected Evidence', 'If fitted, records of regular testing of the oil mist detector.', 'If fitted, records of regular testing of the level alarm or other means of leak detection.
Potential Grounds for a']
The fuel handling manual may form part of these procedures.
The Chief Engineer and engineer officers should be familiar with the bunkering ESD systems installed on their vessel, its initiators and its shutdown actions.
Deck officers and ratings involved in the bunkering operation should be familiar with the manual activation of the bunkering ESD systems.
['Sight, and where necessary review, the company procedures that defined the operation, inspection, maintenance and testing of the vessel’s bunkering emergency shutdown (ESD) systems.', 'Sight and review any checklists used to conduct tests of the bunkering ESD systems.', 'If necessary, review the records of inspections, maintenance and tests carried out contained within the planned maintenance system.', 'Inspect the bunker station and the remote bunker control station, including control panels and the fuel system schematic/piping and instrumentation diagram.', 'Where the ESD system is fitted with an override function, verify that there are clear procedures to ensure that this function can only be used under the direct authority of the Master.', 'Interview the accompanying officer to verify their familiarity with the purpose, operation, and testing of the bunkering ESD systems.', 'Interview a rating and verify their familiarity with the location of the manual bunkering ESD controls and circumstances in which the bunkering ESD system should be manually activated.
Expected Evidence', 'The company procedures for the operation, inspection, maintenance and testing of the vessel’s bunkering ESD systems.', 'The completed checklist used to conduct the pre', 'arrival tests on the bunker ESD system prior to the previous LNG bunker transfer operation.', 'Records of the inspection, maintenance and testing of the vessel’s bunkering ESD systems.', 'The fuel handling manual.
Potential Grou n ds for a']
Electric cables should not be worn damaged or spliced.
Electrode holders should be fully insulat ed.
The maximum output voltage of the electric welding equipment should be: • Rectifiers and inverters delivering DC: 70 V. • Transformers delivering AC: 25 V.
['Page 482 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Inspect the electric welding equipment including the nameplate, local sw itching arrangement, electric cabling, electrode holder and spare electrodes.', 'Sight the safety precautions for electric welding posted in the engine room workshop or other appropriate location.', 'Interview the accompanying officer or if available, an appropriate rating e.g. a fitter, to verify their familiarity with the safety precautions for using the electric welding equipment provided onboard.
Expected Evidence', 'Safety precautions for electric welding.', 'Equipment nameplate or documentation confirming the output voltage of the electric welding equipment.
Potential Grounds for a']