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Crew Management

Manning, training, drills, and crew competency — 25 questions

15.2.3

Inspection Guidance The vessel operator should have developed procedures to ensure that: • Updated fire training manuals, fire safety operational booklets and lifesaving training manuals in the working language of the ship are provided in each crew messroom and recreation room, or each crew cabin. • All LSA, including survival craft equipment, and FFA, including fixed firefighting installations, provided on-board a vessel is identified and included in the onboard training and instruction p

What the inspector looks for

What the Inspector Expects

The vessel operator should have developed procedures to ensure that: • Updated fire training manuals, fire safety operational booklets and lifesaving training manuals in the working language of the ship are provided in each crew messroom and recreation room, or each crew cabin. • All LSA, including survival craft equipment, and FFA, including fixed firefighting installations, provided on-board a vessel is identified and included in the onboard training and instruction program. • Crew members are properly familiarised with the vessel’s LSA & FFA by onboard training and instruction within two weeks of joining the vessel. • All crew members received further training and instruction in the use of each item of the ship’s LSA & FFA at intervals not exc eeding two months. • Where a vessel is outfitted with davit -launched liferafts, instructions are available to guide the onboard training required to take place at intervals of not more than four months. • Where onboard training and instruction is carried out during routine fire and abandon ship drills, the LSA & FFA items covered are recorded in the standard format drill record. • A process is in place to track and record the training and instruction provided to the crew for each item of LSA & FFA provided onboar d.

Inspector Actions & Expected Evidence

['Sight, and where necessary review, the company procedures which defined the requirements for delivering ongoing training and instruction in the use of LSA & FFA provided onboard.', 'Review the list of LSA & FFA included in the onboard training and instruction program and verify that all lifesaving appliances, including survival craft equipment, and firefighting appliances, including fixed firefighting installations provided onboard were included.', 'Sight a fire training manual, fire safety operational booklet and a lifesaving training manual and verify that they were written in the working language of the ship and updated to include the equipment and appliances provided onboard. (The fire training manual and fire safety operational booklet may be combined)', 'Review the records of onboard training and instruction for the LSA & FFA and verify that training and instruction had been provided to the crew for each item of FFA & LSA listed within two weeks of joining the vessel and, then at intervals not exceeding two months thereafter.', 'Where the vessel was provided with a davit', 'launched liferaft, review the instructions for delivering the required onboard training and instruction, paying attention to any guidance on the use of a training liferaft, where carried.', 'Review the records of onboard training and instruction and verify that training and instruction in the use of the davit', 'launched liferafts, where carried, had been undertaken within the previous four months. considerations of a nearby item of LSA or FFA and verify that they were familiar with the item selected.

Ratings

3.1.1

Were the officers and ratings suitably qualified to serve onboard the vessel and did the officer matrix posted on the OCIMF website accurately reflect the qualifications, experience and English language capabilities of the officers onboard at the time of the inspection? Short Q uestion Text Crew qualifications and matrix verification. Vessel Types Oil, Chemical, LPG, LNG ROVIQ Sequence Documentation Publications IMO: STCW Code OCIMF: Guidelines for the Completion of the On-Li

What the inspector looks for

Objective

To ensure that all officers and crew onboard are properly qualified for the type of vessel and the position they hold onboard.

3.1.2

Were procedures and instructions contained within the Safety Management System and signs posted around the vessel available in the designated working language of the vessel or a language(s) understood by the crew and, were the Master, officers and ratings able to communicate verbally in the designated working language?

What the inspector looks for

Objective

To ensure that the Master, officers and ratings can read and understand procedures, instructions and safety signs onboard, and can communicate verbally in the designated working language of the vessel.

3.1.3

Did the complement of officers and ratings onboard at the time of inspection meet or exceed the requirements of the Minimum Safe Manning Document and the declared company standard manning for routine operations, and had senior officers been relieved to ensure continuity of operational knowledge?

What the inspector looks for

Objective

To ensure that the vessel is always adequately manned for the operations expected to be undertaken based on the normal trading pattern and any foreseeable specialist operations or periods of heightened workload.

3.1.6

1 Special consideration shall be given to the design and location of scrubber and blowers with relevant piping and fittings in order to prevent flue gas leakages into enclosed spaces. 2.3.1.6.2 To permit safe maintenance, an additional water seal or other effective means of preventing flue gas leakage shall be fitted between the flue gas isolating valves and scrubber or incorporated in the gas entry to the scrubber. TMSA 6.1.1 requires that procedures for cargo, ballast, tank cleaning and

What the inspector looks for

Key Regulations

ISM Code

3.2.1

Was a report available onboard which confirmed that a static navigational assessment by a suitably qualified and experienced company representative had been completed as declared through the pre- inspection questionnaire?

What the inspector looks for

Objective

To verify the extent of company evaluation and oversight of navigational standards onboard managed vessels

3.2.2

Was a report available onboard which confirmed that a dynamic navigational assessment by a suitably qualified and experienced company representative had been completed while on passage as declared through the pre- inspection questionnaire?

What the inspector looks for

Objective

To verify the extent of company evaluation and oversight of navigational standards onboard managed vessels

3.2.3

Was a report available onboard which confirmed that a dynamic navigational assessment by a suitably qualified specialist contractor had been completed while on passage as declared through the pre -inspection questionnaire?

What the inspector looks for

Objective

To verify the extent of company evaluation and oversight of navigational standards onboard managed vessels

3.2.4

Was a report available onboard which confirmed that an unannounced remote navigational assessment, which included review of VDR & ECDIS data by an independent contractor or specialist company representative, had been completed as declared through the pre- inspection questionnaire?

What the inspector looks for

Objective

To verify the extent of company evaluation and oversight of navigational standards onboard managed vessels.

3.2.5

Was a report available onboard which confirmed that a comprehensive cargo audit by a suitably qualified and experienced company representative had been completed as declared through the pre- inspection questionnaire?

What the inspector looks for

Objective

To verify the extent of company evaluation and oversight of cargo, ballast and bunkering operational standards onboard managed vessels OCIMF Guidance: A Guide to Best Practice for Navigational Assessments and Audits.

To align the expectations for comprehensive operational audits across onboard disciplines, the guidance provided in the OCIMF document “A Guide to Best Practice for Navigational Assessments and Audits” is adapted to reflect the requirements for a comprehensive cargo audit.

3.2.6

Was a report available onboard which confirmed that a comprehensive engineering audit by a suitable qualified and experienced company representative had been completed as declared in the pre -inspection questionnaire?

What the inspector looks for

Objective

To verify the extent of company evaluation and oversight of machinery space management, engineering and maintenance standards onboard managed vessels.

ICS: Engine Room Procedures Guide.

3.2.7

Was a report available onboard which confirmed that a comprehensive mooring and anchoring audit by a suitably qualified and experienced company representative had been completed as declared through the pre -inspection questionnaire?

What the inspector looks for

Objective

To verify th e extent of company evaluation and oversight of mooring and anchoring operational standards onboard managed vessels.

3.2.8

Had the vessel operator implemented a Behavioural Competency Assessment Programme onboard and was there evidence available that assessments were being conducted for navigation, cargo, mooring and engineering operations by approved assessors?

What the inspector looks for

Objective

To verify the extent of company evaluation and oversight of competency standards onboard managed vessels.

3.3.1

Had the Master and all navigation officers attended a shore -based Bridge Team Management training course within the previous five years?

What the inspector looks for

Objective

To ensure that all navigation officers have been trained in the practical application of crew resource management in a realistic navigational environment.

3.3.2

Had the Master received formal ship handling training prior to promotion or when being assigned to a new type of ship having significantly different handling characteristics to ships in which they had recently served?

What the inspector looks for

Objective

To ensure the Master is familiar with the ship handling characteristics of the type of ship to which they have been assigned.

3.3.3

Had the Master, deck officers, and cargo/gas engineer where carried, attended a shore- based simulator course covering routine and emergency cargo operations within the previous five years?

What the inspector looks for

Objective

To establish whether all officers involved in cargo operations had been practically trained in routine and emergency cargo operations in a realistic simulator environment.

3.3.4

Had the Chief Engineer and all engineer officers attended a shore- based engine room m anagement simulator course covering routine and emergency machinery operations within the previous five years?

What the inspector looks for

Objective

To ensure that the Chief Engineer and all engineer officers involved in manoeuvring operations had been practically trained in routine and emergency machinery operations in a realistic simulator environment.

3.3.5

Did all key personnel onboard involved in Dynamically Positioned (DP) operations have appropriate training in accordance with IMO and International Marine Contractors Association (IMCA) guidelines and local regulations applicable to the area of operations?

What the inspector looks for

Objective

To ensure that all key personnel onboard are properly experienced, trained and qualified to participate in Dynamically Positioned (DP) operations in accordance with industry recommended best practice and local regulation.

3.3.6

Had the Master, officers and ratings received the required training and familiarisation before being assigned duties related to handling LNG or other low - flashpoint fuel?

What the inspector looks for

Objective

To ensure that personnel on board ships using LNG or other low -flashpoint fuels are adequately qualified, trained, and experienced.

3.4.1

Was there an effective system in place to record and monitor the hours of rest for all personnel onboard in compliance with STCW, MLC or the regulatory requirements applicable to the vessel?

What the inspector looks for

Objective

To ensure that there is an effective system in place to manage crew rest hours and fatigue.

3.4.2

Were the Master, officers and crew familiar with the company policy and procedures for drug and alcohol abuse prevention and had unannounced drug and alcohol testing taken place onboard in accordance with the policy?

What the inspector looks for

Objective

To ensure that no seafarer will navigate a ship or operate its onboard equipment whilst impaired by drugs or alcohol.

3.5.1

Had the company developed an effective familiarisation programme that covered the personal safety and professional responsibilities of all onboard personnel, including visitors and contractors, and were records available to demonstrate that the familiarisation had been completed as required?

What the inspector looks for

Objective

To ensure that all onboard personnel, including contractors and visitors, are fully familiarised with their onboard duties, responsibilities and the equipment and machinery fitted to the vessel relevant to their role.

3.5.2

Were the Master, officers and ratings familiar with the ship’ s lifesaving and fire extinguishing appliances and, had ongoing onboard training and instruction taken place to maintain familiarity?

What the inspector looks for

Objective

To ensure that all crew can use the ship’s life- saving (LSA) and fire extinguishing (FFA) appliances in accordance with th e equipment manufacturer’s instructions to respond effectively to an emergency.

3.5.3

Had the Master and navigation officers been familiarised with the ECDIS equipment installed on board and were documented records of this familiarisation available?

What the inspector looks for

Objective

To ensure the Master and navigation officers are fully familiar with the specific type of ECDIS equipment installed on board prior to taking charge of a navigational watch.

3.7.2

(B) The requirements for the controls of the “valves serving a sea inlet, a discharge below the waterline or a bilge injection system” are not applicable to valves serving an emergency bilge system provided: (1) The emergency bilge valve is normally maintained in a closed position, (2) A non -return device is installed in the emergency bilge piping, and (Note: A normally closed non-return valve with positive means of closing is considered to satisfy both (1) and ( 2) above.) (3) The em

What the inspector looks for

Key Regulations

ISM Code

Chapter 2 Chapter 4

Inspector Actions & Expected Evidence

['Review the officer matrix uploaded to the OCIMF website by the vessel operator and verify that: junior officer from each of the deck and engine departments (to include electricians, cargo engineers and other specialist engineer officers, where carried) and cross checking their certificates of competency, endorsements and sea service records (for time in rank only) . o All senior officers, junior deck officers and cargo/gas engineers hold a certificate in advanced training for oil, chemical or liquified gas tanker operations as applicable to the vessel type. o All junior engineer officers hold a certificate in basic training for oil, chemical or liquified gas tanker operations as applicable to the vessel type.', 'Where ratings, including the pumpman, are assigned duties with direct supervision of cargo operations verify that they hold a certificate in advanced training for oil, chemical or liquified gas tanker operations as applicable to the vessel type.', 'Select one deck rating assigned duties and responsibilities related to cargo or cargo equipment and verify that they hold a certificate of basic training for oil, chemical or liquified gas tanker operations as applicable to the vessel type.', 'During the inspection and while interviewing the Master, Chief Engineer and other officers pay attention to the standard of English comprehension and spoken English.

Where there are concerns with communication in the English language with any officer, note the degree of English recorded against the individual’s rank in the published officer matrix.

Expected Evidence', 'The updated officer matrix available on the OCIMF website reflecting all changes in crew that had occurred more than four days before the inspection. (it is not expected that the vessel provides a paper or electronic copy)', 'The relevant documentation for each person onboard, in the following order or a standard order as defined by the vessel operator, including: o National certificate of competency (CoC). o National certificate of basic or advanced training in oil, chemical or liquified gas tanker operations. o Flag state endorsement of national certificate of competency (proof of application is acceptable for a period not exceeding three months). o Flag state endorsement of certificate of basic or advanced training for oil, chemical or liquified gas tanker operations. o National radio operator license. o Flag State endorsement of radio operator license. o Consolidated record of sea service supported by seaman’s book(s). o Bridge Resource Management simulator based training course certificate (3.3.1). o Engine Room Resource Management simulator based training course certificate (3.3.4). o Cargo Operations simulator based training course certificate (3.3.3). o Ship Handling Training certificate (3.3.2). o Safety Officer Training certificate. o Security Officer Training certificate.(7.4.1) o Polar Navigation Training certificate (12.1.1). o Ice Navigation Training certificate.(12.6.1) o DP Operator Certification (3.3.5). o High Voltage Training certificate (3.3.5). o DP Control System Maintenance Course certificate (3.3.5). o Integrated DP/Power Management Control System Training Course certificate (3.3.5).

Potential Grounds for a']

Industry Guidance & Regulations

Industry Guidance UK MCA: Code of Safe Working Practices for Merchant Seafarers. 2015 Edition. 9 Safety signs a nd their use 9.1.3 Where a language other than English is the working language of the ship, any text used in conjunction with a sign should also be displayed in that language. 18.10 Training 18.10.4 All instructions or information must be in the working language of the vessel. 18.9 Information and instructions 18.9.3 Where any seafarer likely to use any item of work equipment does not understand the language in which such information and instructions are provided, appropriate measures should be taken to ens ure that the information/instructions are provided in the working language of the vessel or in a language that the seafarer understands.

TMSA KPA 1A.1.3 requires that procedures and instructions are written in plain language and contain sufficient detail to ensure that tasks can be completed correctly and consistently.

Procedures and instructions are clear, simple to use and are in the working language of the vessel.

Instructions are arranged in a clear and logical manner and in a way that makes it easy to identify each step.

IMO: ISM Code 6.6 The company should establish procedures by which the ship’s personnel receive relevant information on the safety management system in a working language or languages understood by them. duties related to the safety management system IMO: SOLAS Chapter V Regulation 14 Ship’s manning 3.

On all ships, to ensure effective crew performance in safety matters, a working language shall be established and recorded in the ship’s logbook.

The company, as defined in regulation IX/1, or the master, as appropriate, shall determine the appropriate working language.

Each seafarer shall be required to understand and, where appropriate, give orders and instructions and to report back in that language.

If the working language is not an official language of the State whose flag the ship is entitled to fly, all plans and lists required to be posted shall include a translation into the working language. 4.

On ships to which chapter I applies, English shall be used on the bridge as the working language for bridge-to - bridge and bridge-to -shore safety communications as well as for communication on board between the pilot and bridge watchkeeping personnel, unless those directly involved in the communication speak a common language other than English.

Inspector Actions & Expected Evidence

['Observe the communications between the officers and between officers and ratings, during the inspection and verify that: o They were able to verbally communicate effectively in the designated working language of the vessel. rating, into English consistent with the standard of English declared within the OCIMF crew matrix.', 'Observe safety signs and instructions posted around the v essel and verify that: o The signs or safety instructions were posted in the designated working language. o Where ratings were not able to read the designated working language, the safety signs or instructions were additionally posted in a language that they could read and understand.', 'Observe the content of the SMS and where it had been developed in a language other than the designated working language, verify that: o Sections of the SMS containing safety instructions that were required to be understood by the whole crew had been translated into the designated working language and, any other languages necessary, to ensure that all officers and ratings were able to read and understand the content. o Checklists and safe working procedures were translated into the designated working language.

Expected Evidence', 'The deck log book (or ship’s log book where different) which recorded the designated working language of the vessel.', 'The Safety Management System documentation, checklists etc. Potential Grounds for a Negati ve O bservation', 'The designated working language of the vessel had not been determined by the vessel operator.', 'The designated working language in use during the inspection was not the same as declared through the HVPQ and/or entered in the logbook.', 'An office r or rating was observed to be unable to communicate verbally in the designated working language of the vessel.', 'An officer or rating was observed to be unable to read a safety sign or instruction in any of the language(s) in which it was displayed.', 'Where the common working language was not an official language of the Flag State, plans and notices required to be posted did not include a translation into the designated working language.', 'The sections of the Safety Management System required to be read and understood by all onboard had not been translated into the designated working language of the vessel and, where necessary, another language(s).', 'Checklists and/or safe working procedures were not available in the designated working language of the vessel.

Where there was a concern around the standard of spoken English with any officer, address the concern based on the guidance provided in question']

Industry Guidance IMO: Resolution A.1047(27) Principles of Safe Manning Annex 2 Guidelines for determination of safe minimum manning 1.1 The minimum safe manning of a ship should be established taking into account all relevant factors, including the following: 1. size and type of ship; 2. number, size and type of main propulsion units and auxiliaries; 3. level of ship automation; 4. construction and equipment of the ship; 5. meth od of maintenance used; 6. cargo to be carried; 7. frequency of port calls, length and nature of voyages to be undertaken; 8. trading area(s), waters and operations in which the ship is involved; 9. extent to which training activities are conducted on board; 10. degree of shoreside support provided to the ship by the company; 11. applicable work hour limits and/or rest requirements; and 12. the provisions of the approved Ship's Security Plan. 1.4 In determining the minimum safe manning of a ship, consideration should also be given to: 1. the number of qualified and other personnel required to meet peak workload situations and conditions, with due regard to the number of hours of shipboard duties and rest periods assigned to seafarers; and 2. the capability of the master and the ship's complement to coordinate the activities necessary for the safe operation and for the security of the ship and for the protection of the marine environment.

Annex 3 Responsibilities in the application of principles of minimum safe manning 1 Responsibilities of companies recommendations and guidelines contained in this resolution and should be required to: .1 make an assessment of the tasks, duties and responsibilities of the ship's complement required for its safe operation, for its security, for protection of the marine environment, and for dealing with emergency situations; .5 ensure that the minimum safe ma nning is adequate at all times and in all respects, including meeting peak workload situations, conditions and requirements, and is in accordance with the principles, recommendations and guidelines contained in this resolution; and .6 prepare and submit t o the Administration a new proposal for the minimum safe manning of a ship in the case of changes in trading area(s), construction, machinery, equipment, operation and maintenance or management of the ship, which may affect the safe manning.

TMSA KPI 3A.1. 1 requires that procedures ensure that each vessel is appropriately manned in order to maintain safe operation onboard.

Manning levels are adequate, in terms of number and qualifications, to ensure the safety and security of the vessel and its personnel un der all operating conditions.

Documentary evidence of manning level assessments is kept.

This may include: • Flag State and/or national requirements. • Vessel type. • Vessel trading pattern. • Additional security requirements. • Additional operational requirements, such as Ship to Ship (STS), or operations in ice.

IMO: ISM Code 6.2 The company should ensure that each ship is: .1 manned with qualified, certified and medically -fit seafarers in accordance with national and international requirements; and .2 appropriately manned in order to encompass all aspects of maintaining safe operations onboard

What the Inspector Expects

The vessel operator should have developed policies and procedures for the safe manning of the vessel which set out: • The approved manning levels for routine operations. • The approved manning levels for defined specialist operations and high workload situations. • The minimum interval between the relief of the senior officers from the same department.

The full manning policies and procedures may not be available onboard, but the data provided through the pre-inspection questionnaire should reflect the content.

The vessel operator should provide manning details through the pre -inspection questionnaire as follows: • Manning required by the Minimum Safe Manning Document: o Number of deck officers including the Master. o Number of watchkeeping engineer officers including the Chief Engineer when operating in UMS mode. mode. o Number of deck ratings. o Number of engine room ratings. o Number of general purpose ratings, where carried. o Number of catering ratings. • Company standard manning level for the vessel during routine operations: o Number of deck officers including the Master. o Number of watchkeeping engineer officers including the Chief Engineer. o Number of electricians, ETOs and specialist cargo engineers. o Number of deck ratings including bosun and pump man. o Number of engine room ratings including machinists and fitters. o Number of general purpose ratings, where carried. o Number of catering ratings. • Company enhanced manning provision, over and above the company standard manning level, for continuous/extended/repeated STS operations, if any: o Number of additional deck officers. o Number of additional engineer officers. o Number of additional deck ratings. • Company enhanced manning provision, over and above the company standard manning level, for continuous/extended/repeated inter -harbour operations and/or short voyages of less than 24 hours, if any: o Number of additional deck officers. o Number of additional engineer officers. o Number of additional deck ratings. • Company enhanced manning provision, over and above the company standard manning level, for operations requiring implementation of additional security measures, if any: o Number of additional deck officers. o Number of additional engineer officers. o Number of a dditional deck ratings. • Company enhanced manning provision, over and above the company standard manning level, for other specialist operations (free text to describe), if any: o Number of additional deck officers. o Number of additional engineer officers. o Number of additional deck ratings. o Number of additional engine room ratings. • The minimum interval required between the relief of the senior officers from the same department.

The information provided will be inserted in the inspection editor and the final inspection report.

Page 72 of 711 – SIRE 2.0 Question Library : Part 1 Version 1.0 (January 2022)

Industry Guidance OCIMF: A Guide to Best Practice for Navigational Assessments and Audits. 2 Purpose of a navigational assessment The purpose of a navigational assessment should be to identify poor practices, to continuously improve navigational standards to ensure safe and efficient voyages and to assure companies that high standards of navigation and watchkeeping are being maintained.

The purpose of closely observing the interaction and effectiveness of the bridge team during pilotage and standby is to evaluate: • Key behaviours of members of the bridge team. • Skills of the bridge team • Interactions between the master and pilot. 4.2 Selection of assessors Navigation assessments should be conducted by an experienced senior deck officer (preferably a Master Mariner with command experience), who is fully up to date with company navigational practices, the International Regulations for Preventing Collisions at Sea (COLREGS), the ICS Bridge Procedures Guide and industry best practices.

TMSA KPI 5.3.3 requires that comprehensive navigational audits* are conducted while on passage by a suitably qualified and experienced company representative.

In addition to a navigational verification assessment*, the purpose of the audit* is to: • Review and confirm that bridge pra ctices are in compliance with international regulations and company procedures. • Review and assess the skills and proficiency levels of the bridge team members. • Review and evaluate the effective functioning of the bridge team during all sections of a voyage. • Use the opportunity to promote robust navigational practices, chart -work, passage planning and good seamanship. need. • Verify adequate supervision of Junior Officers and training of cadets during critical passages. • Verify that accurate logs are kept, and that adequate record keeping is being undertaken. *The terminology used in the OCIMF paper "A Guide to Best Practice for Navigational Assessments and Audits" will take precedence throughout the balance of guidance.

IMO: ISM Code 12.2 The Company should periodically verify whether all those undertaking delegated ISM related tasks are acting in conformity with the Company's responsibilities under the Code 12.3 The Company should periodically evaluate the effectiveness of the SMS in accordance with procedures established by the Company.

Industry Guidance This question will only be generated when the vessel operator had indicated, through the pre -inspection questionnaire, that an appropriate dynamic navigational assessment by a suitably qualified and experienced company representative had been conducted on board the vessel being inspected within the previous two years.

The inclusion of this que stion in the CVIQ does not imply an expectation by OCIMF or its members that a dynamic navigational assessment by a suitably qualified and experienced company representative will be carried out on any vessel at any particular time.

It is not expected that sensitive personal data relating to the assessment of individual performance is contained within the report available onboard.

Such assessment, although expected to form part of a dynamic navigational assessment, should remain confidential.

It is an OCIMF expectation that the assessment report will include brief details of the assessor’s qualifications and pertinent seafaring experience.

The inspector is not expected or required to: • Make a qualitative assessment of the navigation assessment report beyond the specific guidance contained herein. • Make a qualitative assessment of the qualification and/or experience of the company representative undertaking the assessment beyond the specific guidance contained herein.

Suggested Inspector Actions Review the report for the dynamic navigational assessment conducted by a suitably qualified and experienced company representative and verify that: • The assessment was conducted during the period declared by the operator through the pre-inspection questionnaire. • The assessment covered all sections of a voyage as declared by the operator through the pre-inspection questionnaire. • Brief details of the assessor’s qualification and experience were included within the report. • The report was in a similar format, and covered the review items suggested by, the OCIMF guidance paper “A Guide to Best Practice for Navigational Assessments and Audits”. • The report contained information relating to the majority of the best practice guidance points from TMSA KPI

TMSA KPI 5.4.1 requires that comprehensive navigational audits are conducted while on passage by a suitably qualified and experienced person.

The audit may be • An independent navigational audit by a suitably qualified specialist contractor.

The fleet audit programme includes a combination of company and independent audits. (Best Practice Guidance under TMSA KPI 5.3 .3 applies) • Review and confirm that bridge practices are in compliance with international regulations and company procedures. • Review and assess the skills and proficiency levels of the bridge team members. • Review and evaluate the effective functioning of the bridge team during all sections of a voyage. • Use the opportunity to promote robust navigational practices, chart -work, passage planning and good seamanship. • Identif y any additional training needs, whether this be specific to an individual or a vessel, or a fleet wide need. • Verify adequate supervision of Junior Officers and training of cadets during critical passages. • Verify that accurate logs are kept and that adequate record keeping is being undertaken. *The terminology used in the OCIMF paper “A Guide to Best Practice for Navigational Assessments and Audits” will take precedence throughout the balance of guidance.

Industry Guidance OCIMF: A Guide to Best Practice for Navigational Assessments and Audits. 5.2 Remote navigational assessments using Voyage Data Recorders Companies may consider using Voyage Data Recorders (VDRs) to conduct remote assessments of navigational practices.

This may be supplemented by downloading data from ECDIS and other electronic navigation aids.

Remote navigational assessments may be useful when: • The trading pattern of a vessel makes it difficult to conduct a traditional assessment. • Following up to verify the correct ion of non- conformances noted during a traditional assessment. • Companies want to assess the bridge team in a more natural environment, without them being influenced by the presence of an assessor.

Although everyday practices may be more accurately observed through remote assessment, subtler interactions within the bridge team may not be picked up. • Highlighting where to focus their resources in terms of either assessment or mentoring specific subject matter with traditional assessors.

Using the VDR for remote navigational assessments should be seen as an additional assessment tool, not as a replacement for traditional navigation assessments.

Both types of assessment have advantages and limitations and should not be considered mutually exclusive.

OCIMF: Recomm endations on the Proactive Use of Voyage Date Recorder Information (revised edition August 2020) Navigational assessments using VDR data could be undertaken on board by Masters with their bridge teams, by vessel operators in managing offices, or by using services of an independently contracted third-party company.

VDR data will be replayed and analysed against the company SMS, industry best practices and regulatory requirements.

The VDR data is normally used to cover one or more high-risk sections of the vo yage, such as canal transits, pilotage during arrival/departure and/or passage through high traffic density areas such as the Singapore/Malacca Straits or the English Channel. qualified and experienced person.

The audit* may be: • A company navigational audit* as per 5.3.3; or • An independent navigational audit* by a suitably qualified specialist contractor.

This fleet audit programme includes a com bination of company and independent audits.

Where it is impractical for a vessel to be audited within the 12-month period due to trading pattern then an unannounced remote audit by an independent contractor, including VDR downloads may be used.

All fleet vessels are audited while on passage at intervals not exceeding 12 months. *The terminology used in the OCIMF paper “A Guide to Best Practice for Navigational Assessments and Audits” will take precedence throughout the balance of guidance.

IMO: ISM Code 12.2 The Company should periodically verify whether all those undertaking delegated ISM related tasks are acting in conformity with the Company's responsibilities under the Code 12.3 The Company should periodically evaluate the effectiveness of the SMS in acc ordance with procedures established by the Company.

What the Inspector Expects

To align the expectations of comprehensive operational audits across onboard disciplines the guidance provided in the OCIMF document “A Guide to Best Practice for Navigational Assessments and Audits” is adapted to reflect the requirements for a comprehensive engineering audit.

Purpose of a comprehensive engineering audit.

The purpose of a comprehensive engineering audit should be to identify poor practices, to continuously improve engineering operational standards to ensure safe and efficient machinery operation and to assure companies that high standards of machinery space management and watchkeeping are being maintained onboard and across the fleet.

The purpose of closely observing the interaction and effectiveness of the machinery space management team, the watchkeeping team and their interactions with the navigational and cargo operatio nal teams is to evaluate: • Key behaviours of members of the machinery space management and watchkeeping teams during manoeuvring, cargo and maintenance operations. • Skills of the machinery space management and watchkeeping teams. • Interactions between the mac hinery space management and watchkeeping teams and the navigational and cargo operational teams.

Selection of assessors.

Comprehensive engineering audits should be conducted by a company representative who was, or had been, an experienced senior engineer officer (preferably a qualified Chief Engineer with time in rank of Chief Engineer), who was fully up to date with company machinery operational and maintenance practices, the International Safety Guide for Oil Tankers and Terminals and industry best practi ces.

This question will only be generated when the vessel operator had indicated, through the pre-inspection questionnaire, that an appropriate comprehensive engineering audit by a suitably qualified and experienced company representative had been conducted on board the vessel being inspected within the previous twelve months.

The inclusion of this question in the CVIQ does not imply an expectation by OCIMF or its members that a comprehensive engineering audit by a suitably qualified and experienced company representative will be carried out on any vessel at any particular time. the report available onboard.

Such assessment, although expected to form part of a comprehensive engineering audit, should remain confidential.

It is an OCIMF expectation that the audit report will include brief details of the assessor’s qualifications and pertinent seafaring experience.

The inspector is not expected or required to: • Make a qualitative assessment of the comprehensive engineering audit report beyond the specific guidance contained herein. • Make a qualitative assessment of the qualification and/or experience of the company representative undertaki ng the audit beyond the specific guidance contained herein.

Industry Guidance: Intertanko: Anchoring Guidelines: A Risk -Based Approach v.3 June 2020 Live anchoring audits It is necessary to check and verify the behaviour of personnel engagement for anchoring operations to identify the deviations from standard practices.

The live anchoring audits could be carried out by a competent person such as internal auditor or company’s representative or nominated person by the company.

They should observe the anchoring operation to monitor the performance.

The operation on the bridge can also be monitored when an additional auditor is available.

The stages of various operations such as preparation for anchoring, walking back/let go and heaving up anchor can be monitored during the live audit process.

OCIMF: Anchoring Systems and Procedures 2010 edition Section 2 Issues Associated with Anchoring Systems and Procedures.

OCIMF: Mooring Equipment Guidelines. (MEG4) Section 2 Human Factors.

OCIMF A Guide to Best Practice for Navigational Assessments and Audits.

First Edition 2018.

The audit uses observation of mooring operations.

All fleet vessels are audited annually.

The audit specifically observes behaviour and may look at: • Operational practices and compli ance with industry guidelines and company procedures. • Skills and proficiency levels of the personnel. • Leadership and effectiveness of the team during all stages of the operations. • The opportunity to promote robust practices and good seamanship. • Identifying additional training needs, whether individual, vessel or fleet wide. • Supervision of Junior Officers and training of cadets.

The audit is followed by a report where identified corrective actions are assigned, verified and closed out in a specified time per iod.

What the Inspector Expects

To align the expectations of comprehensive operational audits across onboard disciplines, the guidance provided in the OCIMF document “A Guide to Best Practice for Navigational Assessments and Audits” is adapted to reflect the requirements for a comprehensive mooring and anchoring audit.

Purpose of a comprehensive mooring and anchoring audit.

The purpose of a comprehensive mooring and anchoring audit should be to identify poor practices, to continuously improve mooring and anchoring operational standards to ensure safe and efficient mooring and anchoring operations and, to assure companies that high standards of mooring and anchoring oversight and management are being maintained onboard and across the fleet.

The purpose of closely observing the interaction and effectiveness of the mooring and anchoring teams, the bridge team and their interactions with the terminal mooring teams is to evaluate: • Key behaviours of members of the mooring and anchoring teams during mooring and anchoring operations. • Skills of the mooring and anchoring teams. • Interactions between the mooring and anchoring teams, the bridge team and the terminal mooring teams.

Selection of assessors Comprehensive mooring and anchoring audits should be conducted by a company representative who is, or had been, an experienced senior deck officer (preferably a Master Mariner with command experience), who is fully up to date with company mooring and anchoring operational practices, the OCIMF Mooring Equipment Guidelines, OCIMF Anchoring Systems and Procedures, and industry best practices.

This question will only be generated when the vessel operator had indicated, through the pre-inspect ion questionnaire, that an appropriate comprehensive mooring and anchoring audit by a suitably qualified and twelve months.

The inclusion of this question in the CVIQ does not imply an expectation by OCIMF or its members that a comprehensive mooring and anchoring audit by a suitably qualified and experienced company representative will be carried out on any vessel at any particular time.

It is not e xpected that sensitive personal data relating to the assessment of individual performance is contained within the report available onboard.

Such assessment, although expected to form part of a comprehensive mooring and anchoring audit, should remain confid ential.

It is an OCIMF expectation that the audit report will include brief details of the assessor’s qualifications and pertinent seafaring experience.

The inspector is not expected or required to: • Make a qualitative assessment of the comprehensive mooring and anchoring audit report beyond the specific guidance contained herein. • Make a qualitative assessment of the qualification and/or experience of the company representative undertaking the audit beyond the specific guidance contained herein.

Suggested I nspector Actions The inspector should sight the comprehensive mooring and anchoring audit report and verify that: • The comprehensive mooring and anchoring audit was conducted during the period declared through the pre- inspection questionnaire. • The comprehensive mooring and anchoring audit covered the mooring and anchoring operations as declared through the pre-inspection questionnaire. • Brief details of the assessor’s qualification and experience were included within the report. • The report contained information relating to the majority of the best practice points from TMSA KPI 6A.4.3. • Where the report identified areas for improvement there was evidence that follow up had been undertaken within a specified timeframe by the company and/or vessel as appropriate.

Expected Evidence • The report for the comprehensive mooring and anchoring audit conducted by a suitably qualified and experienced company representative as declared through the pre-inspection questionnaire. • The Deck Log Book to cover the period of the reported comprehensive mooring and anchoring audit (for geographical and operational verification purposes only). • A corrective action plan with due dates for each area for improvement identified during the comprehensive mooring and anchoring audit. • Supporting evidence, which may include lessons learnt documents shared across the fleet, for each closed area for improvement identified and included in the corrective action plan.

Potential Grounds for a

What the Inspector Expects

The vessel operator should have developed a procedure to identify the necessary mandatory and non-mandatory training required to be completed by each individual onboard before being assigned to a vessel and/or prior to promotion.

For the Master this should define: • The ship handling training required prior to promotion to the rank of Master onboard any fleet vessel. • The ship handling training required prior to being reassigned to a vessel with handling characteristics significantly different from those of the vessels in which they have recently served. • Where the required training included a shore-based ship handling training course, the maximum period for which a course may be considered valid prior assignment to a vessel type before the training would need to be refreshed or repeated.

Training may consist of supervision onboard company vessels which is formally documented through a competency development process or may be delivered at an approved shore-based training centre.

Where training is delivered during a parallel voyage prior to taking over command on a vessel with significant different handling characteristics the vessel operator should have defined the activities that must have been completed by the incoming Master and assessed and documented by the incumbent Master or a suitably qualified Superintendent prior to the incoming Master taking command.

The vessel operator should have evaluated the handling characteristics of the vessel types under its management and identified the circumstances in which additional ship handling training will be required when a Master is reassigned to a vessel type having significantly different handling characteristics to those which they had recently served.

When evaluating the handling characteristics of vessels under management considerations should include the number and types of propellers / drives, the number and types of rudders and the number and types of thrusters fitted to each vessel and not be limited solely to size.

Service as Master on a vessel with a specific set of handling characteristics within t he previous five years will be considered as sufficient and appropriate experience when transferring from one vessel type to another.

Inspector Actions & Expected Evidence

['Compare the sea service record of the Master through the tabulated record of sea service prepared by the vessel operator with their discharge book and verify the time served as Master corresponded to the value provided in the Officer Matrix uploaded to the OCIMF website.

Where the Master had served less than thirty', 'six months sea service in rank, request evidence that ship handling training had been provided prior to promotion to Master.

This may consist of either;', 'A formal in', 'house training program designed to meet the objectives of the STCW Code B', 'V/a.', 'Attendance at a shore', 'based training course designed to meet the objectives of the STCW Code B', 'V/a.

Where the Master had transferred between vessel types having significantly different handling characteristics within the previous twelve months of sea service, request evidence that additional ship handling training had been provided to the Master prior to taking command of the new type of vessel.

It is not expected that the inspector will comment on the evaluation of ship handling characteristics made by the vessel operator.

Expected Evidence', 'The Master’s sea service record and discharge book.', 'The company training matrix showing the mandatory and non', 'mandatory training requirements for the Master.', 'The company matrix of the handling characteristics of vessels under management considering the number and type of propellers, rudders and thrusters fitted to a vessel as well as the vessel size, and the t raining requirements for transfer between vessel types.', 'Where the Master had less than thirty', 'six months sea service in the rank of Master evidence that they had undergone a formal in', 'house ship handling competency development programme and/or a shore', 'based training course which had been developed to meet the objectives of the STCW Code B', 'V/a.', 'Where the Master had been reassigned to a vessel type with significantly different handling characteristics, as identified by the vessel operator, evidence that they had undergone a formal in', 'house ship handling competency development programme and/or a shore', 'based training course which had been developed to meet the objectives of the STCW Code B', 'Va prior to taking command.

Potential Grounds for a']

Industry Guidance IMCA: Guidelines for The Training and Experience of Key DP Personnel – Rev. 2 2016.

Chapter 5 Key DP Personnel Identified 5.1 Master/OIM The master or offshore installation manager (OIM) has overall responsibility and authority for the safety of the vessel, all onboard and for the protection of the marine environment. 5.2 Senior DP Operator (SDPO) The person fulfilling the role of senior DPO is the lead DP watchkeeper with responsibility for the navigational safety and the DP control required to achieve the effective and efficient progression of the industrial mission of the vessel during the period of time on duty. 5.3 DP Operator (DPO) The person fulfilling the role of DPO is the second person on a DP watch and is not in charge of the watch.

The DPO is responsible for fulfilling their duty as a DP control system operator during their time on watch to the extent enabled by their level of training, vessel DP system knowledge and experience. 5.4 Chief Engineer The chief engineer is the head of the technical department onboard and is responsible for ensuring all the mechanical and electrical systems of the vessel are operated and maintained in a safe and efficient manner in order to support the safe navigation and operation of the vessel. 5.5 Senior Engine Room Watchkeeper The person fulfilling the role of senior engineer on watch is responsible for ensuring that all machinery and systems necessary to maintain the DP status of the vessel are functioning correctly.

They should also ensure that effective communication channels to the bridge are available. 5.6 Engine Room Watchkeeper A second engine room watchkeeper may assist the senior watchkeeper to the extent enabled by their level of knowledge and experience. 5.7 DP Electrical and Electronics Technicians Personnel fulfilling the role of electrical and electronics technicians are responsible for carrying out maintenance, repairs and replacements to systems and components with reference to the manufacturer’s approved operation and maintenance procedures. 6.4 Training Courses for Key Technical DP Personnel DPO’s task in controlling specific DP operations will aid quick and appropriate response to problems associated with any equipment that affects DP.

It is recommended that engineers and electrical and electronics technicians attend a structured DP fami liarisation course either arranged onboard or at a recognised training establishment.

Details of a generic DP familiarisation course is given in Appendix 3.

All training should be appropriate to the vessel the individual works on and may include subjects covering vessel control systems, high voltage (HV) safety, DP maintenance, power management systems (PMS), fire and gas detection, emergency shutdowns (ESD) and emergency drills.

Electrical technicians on vessels with HV systems should attend a course in the safe operation of HV systems2 .

Key DP electrical and electronics technicians responsible for maintaining the DP control system should attend a manufacturer approved DP control system maintenance course.

Guidelines covering the content of a course designed to enable understanding of the control system and the procedures necessary for fault finding is given in Appendix 2.

Training on vessel -specific equipment is necessary if the equipment is sufficiently unique that training on similar equipment does not provide an adequate level of skill, knowledge and ability.

It is in the interest of the vessel owners/operators to continuously improve the ability of the relevant personnel to fault find and repair the control system.

Effective training should enable key DP technical personnel to respond quickly and appropriately to equipment failures and faults that may result in DP incidents and to effectively recover the vessel to a safe DP equipment state.

When considering the training requirements, the importance of a team response to situations should be taken into account.

Vessel owners/operators are advised to have onboard at least one person who has received appropriate maintenance training on the vessel’s DP control systems IMO: MSC.1/Circ.738/Rev.2.

Guidelines for Dynamic Positioning System (DP) Operator Training.

TMSA KPI 3.1.3 requires that procedures are in place to identify and manage mandatory training, including refresher training, for all vessel personnel.

The procedure may include a training matrix that clearly shows the mandatory training for all vessel personnel.

Records of such training are maintained.

IMO: ISM Code 6.2 The Company should ensure that each ship is: 1. manned with qualified, certificated and medically fit seafarers in accordance with national and international requirements; 6.5 The Company should establish and maintain procedures for identifying any training which may be required in support of the SMS and ensure that such training is provided for all personnel concerned.

IMO: STCW Code Section B -V/f Guidance on the training and experience for personnel operating dynamic positioning systems. 3.

The content of training and experience should include coverage of the following components of a DP system: 1.

DP control station; 2.

Power generation and management; 3.

Propulsion units; 4.

Position reference systems; 5.

Heading reference systems; 6.

Environmental reference systems; and 7.

External force reference systems, such as hawser tension gauges.

Page 108 of 711 – SIRE 2.0 Question Library : Part 1 Version 1.0 (January 2022)

Industry Guidance ICS: Training requirements for personnel on ships subject to the IGF code Amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, were developed to support the requirement for training in the International Code of Safety for Ships Using Gases or Other Low -flashpoint Fuels (IGF Code).

The purpose of this document is to provide information and guidance on the special training requirements for personnel on ships subject to the IGF Code.

I t is intended to assist shipowners and operators with preparations for compliance with the IGF Code and the associated training and certification requirements in the STCW Convention, 1978, as amended.

Background The IGF Code established an international standard for ships using gases or other low -flashpoint fuels for propulsion and entered into force on 1 January 2017.

It contains mandatory provisions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low -flashpoint fuels, focusing currently on LNG.

The IGF Code applies to ships using low -flashpoint fuels for which the building contract is placed on or after 1 January 2017, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017 (in the absence of a building contract), or the delivery of which is on or after 1 January 2021.

Ships which commence a conversion on or after 1 January 2017 to use low -flashpoint fuels (or use additional or different low -flashpoint fuels other than those for which the ship was originally certified) will also be required to comply with the IGF Code (see SOLAS regulation II -1/56).

A functional requirement in the IGF Code (see Part D, section 19) provides that companies shall ensure that seafarer s on board ships using gases or other low -flashpoint fuels shall have completed training to attain the abilities that are appropriate to the capacity to be filled and duties and responsibilities to be taken up, taking into account the provisions given in t he STCW Convention, 1978, as amended.

As such, new mandatory minimum requirements in the STCW Convention and Code for the training and qualifications of relevant personnel on ships subject to the IGF Code entered into force on 1 January 2017.

Familiarization and Training Requirements personnel on ships subject to the IGF Code are established by Regulation V/3 of the STCW Convention and detailed in Section A -V/3 of the STCW Code.

All personnel serving on board ships subject to the IGF Code are to receive, prior to being assigned shipboard duties, appropriate ship and equipment specific familiarization.

The training and qualification requirements apply to Masters, officers, ratings and other personnel on ships subject to the IGF Code, in accordance with their capacity, duties and responsibilities on board.

Only personnel on ships subject to the IGF Code are addressed by Regulations V/3.

The new requir ements establish two levels of training and resulting certification: • Certificate in Basic Training for service on ships subject to the IGF Code. • Certificate in Advanced Training for service on ships subject to the IGF Code.

A Certificate of Proficiency (Co P) will be issued to persons qualified in accordance with the requirements.

Applicable personnel are required to have successfully completed the required level of training and hold the appropriate CoP prior to being assigned shipboard duties.

CoPs may be issued by training providers and there is no requirement that they be issued by Administrations.

CoPs issued under Regulation V/3 are not required to be issued with endorsements attesting to the recognition of the certificate (i.e., flag State endorsement).

This differs from the requirements for CoPs issued to Masters and officers in accordance with the provisions of Regulations V/1-1 and V/1 -2 (special training for oil, chemical and liquefied gas tankers), which require endorsement by the flag State.

Basic Training Seafarers responsible for designated safety duties associated with the care, use or emergency response to the fuel on board ships subject to the IGF Code are to hold the CoP in Basic Training.

Every candidate for the CoP in Basic Training for service on ships subject to the IGF Code is to have completed an approved course.

There are no special seagoing service or experience requirements for this level of training.

Advanced Training Masters, engineer officers and all personnel with immediate responsibility for the care and use of fuels and fuel systems on ships subject to the IGF Code, are to hold the CoP in Advanced Training.

A person/personnel with “immediate responsibility” is defined in Section B -V/3 as “a person being in a decision- making capac ity with respect to handling of fuel addressed by the IGF Code or other fuel-related operations.” Every candidate for the CoP in Advanced Training for service on ships subject to the IGF Code, whilst holding the CoP in Basic Training for service on ships subject to the IGF Code, is to have: • Completed an approved advanced training course and meet the standard of competence specified in the STCW Code; and • Completed at least 1 month of approved seagoing service that includes a minimum of 3 bunkering operations on board ships subject to the IGF Code, where two of the three bunkering operations may be replaced by approved simulator training on bunkering operations.

Continued Professional Competence Requirements Personnel holding CoPs in accordance with Regulation V/3 shall, at intervals not exceeding 5 years, undertake appropriate refresher training or be required to provide evidence of having achieved the required standard of competence within the previous 5 years.

Recognition of Qualifications Related to Liquefied Gas Tankers V/1-2 (Basic Training for liquefied gas tanker cargo operations and Advanced Training for liquefied gas tanker cargo operations) are to be considered as having met the requirements for service on ships subject to the IGF Code, as appropriate (see paragraphs 6 and 9 of Regulation V/3). • Personnel holding a CoP in Basic Training for liquefied gas tanker cargo operations or a CoP in Advanced Training for liquefied gas tanker cargo operations are considered as having met the requirements for Basic Training for service on ships subject to the IGF Code. • Personnel holding a CoP in Advanced Training for Cargo Operations on liquefied gas tankers are considered as having met the requirements for Advanced Training for service on ships subject to the IGF Code, provided specific seagoing service and experience requirements are met: o Completed seagoing service of 3 months in the previous 5 years on board: ships subject to the IGF Code; tankers carrying as cargo, fuels covered by the IGF Code; or ships using gases or low - flashpoint fuel as fuel. o Participated in conducting 3 cargo operations onboard a liquefied gas tanker; or completion of a minimum of 3 bunkering operations on a ship subject to the IGF Code, where two of the three bunkering operations may be replaced by approved simulator training on bunkering operations.

Existing Qualifications for Service on Gas -Fuelled Ships Administra tions are to compare the standards of competence required of persons serving on gas -fuelled ships before 1 January 2017 with the standards of competence in Section A -V/3, and determine the need, if any, for requiring these personnel to update their qualifications (see paragraph 10 of Regulation V/3).

As such, Administrations may recognize existing qualifications for service on gas -fuelled ships or require that relevant personnel update their qualifications.

TMSA KPI 3.1.3 requires that procedures are in place to identify and manage mandatory training, including refresher training, for all vessel personnel.

The procedures may include a training matrix that clearly shows the mandatory training for all vessel personnel.

Recor ds of such training are maintained.

IMO: ISM Code 6.2 The Company should ensure that each ship is: 1.

Manned with qualified, certificated and medically fit seafarers in accordance with national and international requirements; and 2.

Appropriately manned in order to encompass all aspects of maintaining safe operations on board.

IMO: IGF Code 19.2 Functional requirements Companies shall ensure that seafarers on board ships using gases or other low -flashpoint fuels shall have completed training to attain the abilities that are appropriate to the capacity to be filled and duties and responsibilities to be taken up, taking into account the provisions given in the STCW Convention and Code, as amended.

Industry Guidance: OCIMF: Recommendations Relating to the Application of Requirements Governing Seafarers’ Hours of Work and Rest.

IMO: MSC./Circ.1598.

Guidelines on Fatigue.

IMO/ILO: Guidelines for the development of tables of seafarers’ shipboard working arrangements and formats of records of seafarers’ hours of work and rest TMSA KPI 3A.1.3 requires that procedures ensure that working and rest hours of all personnel are in line with the STCW, applicable flag state requirements or any relevant authority guidelines for the vessel trade and are being accurately recorded and monitored.

IMO: ISM Code 1.2.3 The safety management system should ensure: .1 compliance with mandatory rules and regulations, and .2 that applicable codes, guidelines and standards recommended by the Organization, Administrations, classification societies and maritime industry organizations are taken into account.

IMO: STCW Code Chapter VIII Watchkeeping Regulation VIII/1 Fitness for duty. 1.1 establish and enforce rest periods for watchkeeping personnel and those whose duties involve designated safety, security and prevention of pollution duties in accordance with the provisions of section A -VIII/1 of the STCW Code.

Part A Chapter VIII Standards regarding watchkeeping Section A -VIII/1 Fitness for duty 2.

All persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch and those whose duties involve designated safety, prevention of pollutions and security duties shall be provided with a rest period of not less than: .1 minimum of 10 hours of rest in any 24-hour period; and .2 77 hours in any 7-day period. 3.

The hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours in length, and the intervals between consecutive periods of rest shall not exceed 14 hours. 9.

Parties may allow exceptions from the required periods of rest in paragraphs 2.2 and 3 above provided that the rest peri od is not less than 70 hours in any 7-day period.

Exception from the weekly rest period provided for in paragraph 2.2 shall not be allowed for more than two consecutive weeks.

The intervals between the two periods of exceptions onboard shall not be less than twice the duration of the exception.

The hours of rest provided for in paragraph 2.1 may be divided into no more than three periods, one of which shall be at least six hours in length, and neither of the other two shall be less than one hour in length.

The intervals between consecutive periods of rest shall not exceed 14 hours.

Exceptions shall not extend beyond two 24-hour periods in any 7-day period.

Exceptions shall, as far as possible, take into account the guidance regarding prevention of fatigue in section B -VIII/1.

Inspector Actions & Expected Evidence

['managed and recorded.', 'Review the hours of rest records form and verify that it was in alignment with the prescribed IMO/ILO format.', 'Review hours of rest records and compare them against log books and other records for a recently completed operation and verify that the hours of rest records realistically reflected the activities conducted by the vessel and individual seafarers.', 'Review the hours of rest record summary report provided to shore management and verify that the management had acknowledge receipt and responded with an action plan where significant non', 'conformities were present in the summary report.

Suggested activities to review include :', 'Bunkering operations including anchoring and the berthing of the bunker barge.', 'Loading / discharging operations including inbound/outbound passages and mooring operations.', 'Transit of straits or inland waterways with considerable standby requirements such as Singapore/Malacca Straits, Turkish Straits, English Channel / Dover Straits or similar.', 'Post drydock departure and preparations to return to commercial service.', 'Navigation during extended periods of restricted visibility.', 'Extensive tank cleaning operations.', 'Extensive enclosed space operations.

Consideration should be given to compliance with company procedures relating to:', 'Bridge team composition.', 'Engine room status and, when required to be manned, engine room team composition.', 'Supervision and management of cargo and bunker operations.', 'Supervision and management of mooring and anchoring operations.', 'The conduct of emergency response drills.

The suggested activities and considerations are not exhaustive, and the inspector should exercise professional experience when conducting cross checks against records while limiting the document review to a single operation or period not exceeding three days.

Expected Evidence', 'The company procedure that defined how hours of rest were to be managed and recorded.', 'Completed hours of rest records for the preceding three months signed, physically or digitally as acceptable to the vessel’s Administration, by the individual crewmembers and approved by the Master or their authorised representative.', 'The monthly hours of rest record summary reports for the previous three months showing each hours of rest non', 'conformance.', 'Communication with vessel operator relating to significant* hours of rest non', 'conformance.', 'Log books and other records which will allow review of vessel activities over the previous three months.

Potential Grounds for a']

Industry Guidance OCIMF: Guidelines for the Control of Drugs and Alcohol Onboard Ship. 1995.

OCIMF recommends that officers and ratings observe a period of abstinence from alcohol prior to scheduled watchkeeping duty or work periods.

This may be either a fixed period, such as the 4 hours required by the USCG, or a minimum period of 1 hour of abstinence for each unit of alcohol consumed.

Whichever method is used to determine the abstinence period, the objective should always be to ensure that, prior to going on scheduled duty, the blood alcohol content of the seafarer is theoretically zero.

Officers and ratings should be aware that local regulations may be in place and where this is the case, it is recommended that these be strictly adhered to where they exceed these guidelines.

TMSA KPI 3A.1.4 requires that a formal D & A ( drug and alcohol ) policy is implemented and a system is in place to monitor it on a regular basis.

The policy complies with OCIMF guidelines.

The frequency and type of testing is defined.

IMO: ISM Code 6.4 The Company should ensure that all personnel involved in the Company’s SMS have an adequate understanding or relevant rules, regulations, codes and guidelines.

IMO: STCW Code Part A Chapter VIII Standards regarding watchkeeping Section A -VIII/1 – Fitness for duty. 10.

Each Administration shall establish, for the purpose of preventing alcohol abuse, a limit of not greater than 0.05% blood alcohol level (BAC) or 0.25 mg/l alcohol in the breath or a quantity of alcohol leading to such alcohol concentration for masters, officers and other seafarers while performing designated safety, security and marine environmental duties.

Chapter VIII Guidance regarding watchkeeping Section B -VIII/1 – Guidance regarding fitness for duty 8.

Companies should consider the implementation of a clearly written policy of drug and alcohol abuse prevention, including prohibition to consume alcohol within four hours prior to serving as member of a watch either by inclusion in the company’s quality management system or by means of providing adequate information and education to the seafarers.

What the Inspector Expects

The vessel operator should have developed a policy and supporting procedures to prevent drug and alcohol abuse which should define: • Whether alcohol may be consumed on board, and if so: o The types of alcohol beverages and the strength and maximum container size that may be served on board. o The maximum permitted issue to an individual during any 24 hour period in standard alcohol units (1 unit = 10ml alcohol). o The person responsible for issuing alcohol to vessel staff and visitors. o The means of recording the issue of alcohol to each staff member and visitor. o The places onboard where the consumption of alcohol is permitted. o The process to avoid stockpiling of issued alcohol. o The period of abstinence before any scheduled duty. • Where alcohol may be consumed while on shore leave: o The expected period of abstinence before returning to the vessel. o The period of abstinence before any scheduled duty. • The documented training necessary to use the onboard alcohol testing device. • The frequency of calibration or testing of the onboard alcohol testing device. • The frequency of unannounced alcohol testing initiated by the company. • The persons who are responsible for conducting and witnessing alcohol tests, including the testing of the Master. • The means of recording the results of an alcohol test. • The time frame within which unannounced testing must be completed after the initial notification from the company. • The circumstances, other than unannounced testing, when an individual or group of individuals will be tested for alcohol and samples collected for drug screening where onboard sample collection equipment is provided. • The frequency of unannounced drug screening by an independent agency or, the controlled collection of samples onboard for analysis by an independent agency. • Where controlled collection of samples for drug screening is required as part of the company procedure, the minimum stock of sample collection kits that must be maintained on board.

The vessel operator’s Drug and Alcohol Abuse Prevention Policy should be prominently displayed at appropriate locat ions onboard.

The vessel operator will supply information relating to the Drug and Alcohol Abuse Prevention Policy and procedure through the pre- inspection questionnaire.

Inspector Actions & Expected Evidence

['Sight, and where necessary review, the company policy and supporting procedures to prevent the abuse of drugs and alcohol and verify that prior to the commencement of the inspection:', 'The onboard alcohol testing device had been calibrated and/or tested in accordance with the company procedure and manufacturer’s instructions.', 'Evidence was available that the persons required to use the onboard alcohol testing device had received training in its use.', 'Records were available to demonstrate that unannounced alcohol testing had been completed in accordance with the company procedure and included; o The initial instruction from the company, o The documented breath test values for each individual tested, o The message to the company confirming that the tests had been completed.', 'Records were available to demonstrate that the frequency of the unannounced alcohol testing was in accordance with the company procedure.', 'Unannounced drug screening tests had been conducted in accordance with the frequency defined by the company procedure by either onboard collection of samples for later analysis or by the attendance of an independent agency.

Expected Evidence', 'The company policy and supporting procedures to prevent the abuse of drugs and alc ohol.', 'Where alcohol was permitted onboard, the records of alcohol issue to onboard personnel and visitors.', 'The alcohol breath testing device.', 'The calibration or testing records for the alcohol breath testing device.', 'Records, including results, of company initiated unannounced alcohol tests including initial instruction and vessel advice that tests were complete.', 'Records, including results and chain of custody documentation, for unannounced or “for cause” drug screening either by the attendance of a n independent agency or by the onboard collection of samples.', 'The inventory of drug screening sample collection kits where required to be carried by the company procedure.

Potential Grounds for a']

Industry Guidance OCIMF: Survival Craft – A Seafarer’s Guide Section 3 Familiarisation and Training.

A significant factor in survival craft incidents occurring in the industry has often been identified as a lack of on-board familiarisation with the equipment fitted.

It is imperative that a strong focus be given by the operator to the familiarisation and training of all ship’s staff in the handling of survival craft, with the aim of minimising risk factors associated with human error.

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 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 familiarization with their duties.

Instructions which are essential to be provided prior to sailing should be identified, documented and given.

IMO: SOLAS Reg III/19 4 On -board training and instruction 4.1 On-board training in the use of th e ship’s life -saving appliances, including survival craft equipment, and the use of the ship’s fire extinguishing appliances shall be given as soon as possible but not later than two weeks after a crew member joins the ship.

However, if the crew member is on a regularly scheduled rotating assignment to the ship, such training shall be given not later than two weeks after the time of first joining the ship.

Instructions in the use of the ship’s fire-extinguishing appliances, life -saving appliances, and in su rvival at sea shall be given at the same appliances, but all the ship’s life-saving and fire -extinguishing appliances shall be covered within any period of two months. 4.2 Every crew member shall be given instructions which shall include but not necessarily be limited to: • .1 operation and use of the ship’s inflatable liferafts. • .2 Problems of hypothermia, first aid treatment for hypother mia and other appropriate first -aid procedures. • .3 Special instructions necessary for the use of the ship’s life -saving appliances in severe weather and severe sea conditions. • .4 Operation and use of fire-fighting appliances. 4.3 On-board training in the use of davit -launched liferafts shall take place at intervals of not more than 4 months on every ship fitted with such appliances.

Whenever practicable this shall include the inflation and lowering of a liferaft.

This liferaft may be a special liferaft inte nded for training purposes only, which is not part of the ship's life- saving equipment; such a special liferaft shall be conspicuously marked.

IMO: SOLAS Reg III/35.2 (Life-saving appliances and arrangements) Training manual and on-board training aids. 1.

A training manual complying with the requirements of paragraph 3 shall be provided in each crew mess room and recreation room or in each crew cabin. 2.

The training manual, which may comprise several volumes, shall contain instructions and information, in easily understood terms, illustrated wherever possible, on the life- saving appliances provided in the ship and on the best methods of survival.

Any part of such information may be provided in the form of audio-visual aids in lieu of the manual… 3.

The training manual shall be written in the working language of the ship.

IMO: SOLAS Reg II -2/15.2.3 (Construction – Fire protection, fire detection and fire extinction.) Training manuals .1 A training manual shall be provided in each crew mess room and recreation room or in each crew cabin. .2 The training manual shall be written in the working language of the ship. .3 the training manual, which may comprise several volumes, shall include the instructions and information required in paragraph 2.3.4 in easily understood terms and illustrated wherever possible.

Any part of such information may be provided in the form of audio visual aids in lieu of the manual. .4 The training manual shall explain the following in detail: • .1 general fire safety practice and precautions related to the dangers of smoking, electrical hazards, flammable liquids and similar common shipboard hazards; • .2 general instructions on fire-fighting activities and fire-fighting procedures, including procedures for notification of a fire and use of manually operated call points; • .3 meanings of the ship's alarms; • .4 operation and use of fire-fighting systems and appliances; • .5 operation and use of fire doors; • .6 operation and use of fire and smoke dampers; and • .7 escape systems and appliances.

IMO: SOLA S Reg II -2/16.2 (Operations) .1 The required fire safety operational booklet shall contain the necessary information and instructions for the safe operation of the ship and cargo handling operations in relation to fire safety.

The booklet shall include information concerning the crew's responsibilities for the general fire safety of the ship while loading and discharging cargo and while under way.

Necessary fire safety precautions for handling general cargoes shall be explai ned.

For ships carrying dangerous goods and flammable bulk cargoes, the fire safety operational booklet shall also provide reference to the pertinent fire-fighting and emergency cargo handling instructions contained in the International Maritime Solid Bulk Cargoes (IMSBC) Code, the International Bulk Chemical Code, the International Gas Carrier Code and the International Maritime Dangerous Goods Code, as appropriate. .2 The fire safety operational booklet shall be provided in each crew mess room and recreation room or in each crew cabin. .3 The fire safety operational booklet shall be written in the working language of the ship. .4 The fire safety operational booklet may be combined with the training manuals required in regulation

Industry Guidance OCIMF: Recomm endations on Usage of ECDIS and Preventing Incidents.

First edition. 3.2 Recommendations • Generic ECDIS training must be undertaken by all Masters and Bridge Officers.

This training should as a minimum include provisions as per IMO model course 1.27. • Additi onally, ECDIS familiarisation for all Masters and Bridge Officers should be undertaken to include type- specific training as well as on board familiarisation.

The familiarisation should include: o a) Type -specific ECDIS training for the specific system fitt ed on board, and developed by the respective ECDIS makers, should be provided by the company to all Masters and Deck Officers before they take charge of a navigational watch.

Type- specific training could either be a course taken ashore or online training, as long as it is specific and targeted at effective use of the make/type of ECDIS fitted on board.

Verification of trainee’s ability to use ECDIS should be incorporated as part of the type-specific training module. o b) ECDIS familiarisation should be provided to all on-signing Deck Officers before they keep an independent navigational watch, and each time they join any vessel. • Onboard ECDIS familiarisation should also include ship-specific contingency scenarios, such as power failure; loss of inputs from hea ding, speed, and electronic position-fixing systems; as well as spoofing and jamming errors. • Once the Masters and Bridge Officers have been trained and are fully familiar with the use of ECDIS (including but not limited to ENCs, chart symbols, safety contours, no-go areas, passage planning policies and procedures), the challenge of retaining ECDIS proficiency remains.

Masters and Officers are recommended to maintain and improve their ECDIS knowledge and proficiency regularly through continuation and refresher training.

They should be capable of using ECDIS effectively at all times and to demonstrate this during navigational assessments, audits and external inspections such as Port State Control (PSC) and SIRE. and provision of the documentation for verification 11 The STCW Code contains requirements for approved training on ECDIS.

In cases where the approved training has not been completed, a limitation shall be included on the certificate and endorsements issued to the seafarer.

Where such a limitation is not specified, the certificate and endorsements are evidence of having successfully completed the required approved training and that the standard of competence has been achieved. 12 No requirement exists for the approved training on ECDIS equipment to be type-specific.

The knowledge, understanding and proficiency required to be demonstrated is generalized to ensure seafarers have the necessary skills for basic operation of all types of equipment. 13 In accordance with regulation I/14, companies are responsible for ensuring that seafarers employed on their ships are familiarized with the installed equipment, including ECDIS. 14 It is agreed that seafarers required to have training in the use of ECDIS: 1. should not be required to provide documentation of training in ECDIS that is specific to the installed equipment; and 2. are required to be familiarized with the ECDIS equipment installed on board.

Naut ical Institute: Industry Recommendations for ECDIS Familiarisation Familiarisation: Following the successful demonstration of competencies contained in the ECDIS Generic Training, Familiarisation is the process required to become familiar with any onboard ECDIS (including back -up) in order to assure and demonstrate competency in relation to a specific ship’s ECDIS installation, prior to taking charge of a navigation watch.

Familiarisation should cover: • Initial Preparation. • Basic Operations. • Navigational Tools and Functions. • Route Planning and Route Monitoring.

Familiarisation includes any pertinent information required for the safe operation of the ECDIS, including all updates and alterations.

Companies should have clear procedures for using ECDIS and assisting the navigators in completion of the familiarisation process.

A ‘Company’ can consider a wide variety of options for achieving familiarisation both onboard and ashore.

These include but are not limited to: • Shore based manufacturer training followed by installation-specific familiarisation onboard; • Independent training on specific systems followed by installation-specific familiarisation; • Computer Based Training (CBT), followed by installation- specific familiarisation onboard; • Internet / Intranet Based Training (eLearning) followed by installation specific familiarisation onboard; • Onboard training by appropriately trained crew or training personnel; • Manufacturer provided training mode on the ECDIS, followed by installation-specific familia risation onboard; • Company bridge procedures and manuals.

Full familiarisation needs to be specific to the installation and may require a mix of the above methods and consideration should be given to allow adequate time for this activity, whether done ashor e or onboard or both.

Regardless of the method(s) used, it is essential that all watchkeeping officers must be competent in the use of the onboard ECDIS prior to taking charge of a navigational watch and remain so thereafter.

It is recognised that manufacturer -provided tools for structured onboard familiarisation will enhance and possibly add value to onboard ECDIS. expects officers of the watch of ships using ECDIS to be able to demonstrate competency in.

These tasks should be considered a minimum requirement.

TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, including contractors.

The documen ted procedures may include familiarisation with: • Vessel specific operations and equipment.

Records of familiarisation are maintained.

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 familiarization with their duties.

Instructions which are essential to be provided prior to sailing should be identified, documented and given.