ISM, safety procedures, emergency preparedness — 92 questions
Rechargeable EEBDs • For EEBDs that can be recharged on board using the SCBA compressor, the cylinders should be hydrostatically tested as for breathing apparatus i.e. five- yearly hydrostatic testing of all steel self -contained breathing apparatus cylinders.
The vessel operator should have developed procedures for the use and maintenance of EEBDs that defined: • The number and location of EEBDs • Training and escape drill requirements for EEBDs • Inspection and maintenance requirements for EEBDs
['Sight, and where necessary review, the company procedures for the use and maintenance of EEBDs', 'Sight, and where necessary review, the inspection and maintenance records for the EEBDs in the on', 'board maintenance plan.', 'Inspect sample EEBDs in the machinery spaces, the pumproom and the accommodation spaces.', 'Interview two ratings to verify their familiarity with the location and purpose of the EEBDs.
Expected Evidence', 'The company procedure for the use and maintenance of EEBDs', 'The inspection and maintenance records for the EEBDs contained within the onboard maintenance plan.
Potential Grounds for a']
These emergency procedures may be incorporated into an integrated system of shipboard emergency plans The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined form at.
LNG bunker operations related exercises may be incorporated into other required drills such as fire drills.
The emergency response plans should have been developed to identify any actions that require the crew to respond in a counter intuitive manner such as identifying hose and pipe coupling connections that open and close in opposite directions from normal couplings in common use.
['Sight, and where necessary review, the emergency procedures contained in the fuel handling manual for LNG bunkers.', 'Review the records of completed LNG bunker related drills and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o All drill or exercise scenarios required to be undertaken by company procedures or the fuel handling manual had been completed within the time frame defined by the company. o The details of the drill had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.
Expected Evidence', 'The vessel’s fuel handling manual for LNG bunkers.', 'The emergency response plans for LNG bunkers if not contained within the fuel handling manual.', 'The records for completed LNG bunker related drills.', 'The vessel’s Bridge Log Book for the previous twelve months.
Potential Grounds for a']
['Sight, and where necessary review, the company procedure which described the requirements for providing safe access to the vessel while alongside a terminal/berth.', 'Where necessary, review the manufacturer’s instructions and/or drawings for the ship’s portable gangway, where provided.', 'Where necessary review the maintenance and load test records for the ship’s portable gangway, where provided.', 'Inspect the portable gangway, where provided, and verify that: o It was clearly marked at each end with a plate showing the restrictions on the safe operation and loading, including the maximum and minimum permitted design angles of inclination, design load… o The visible parts of the portable gangway were in apparent good order and free from: \uf0a7 Cracks or fractures. \uf0a7 Bucking or deformation of the individual steps or main structure. \uf0a7 Missing, broken or deformed stanchions or handrails. \uf0a7 Seized rollers or wheels. \uf0a7 Damage to lifting and support points. \uf0a7 Missing or damaged locking or securing arrangements for portable stanchions.', 'Request that the gangway illumination is switched on and demonstrated as functioning.', 'Where the ship’s portable gangway or accommodation ladder was deployed verify that: o It was rigged in accordance with its design limitations.', 'Where the ship’s portable gangway or accommodation ladder, or shore gangway was deployed verify that: o Where it was resting on handrails, the handrails were designed to take the load. o A safety net had been rigged when required. o It was rigged in accordance with the guidance provided in ISGOTT6.', 'Interview the accompanying officer to verify their familiarity with: o The required level of supervision for the rigging and recovery of the portable gangway, where provided. o The safety precautions required when working over the side or outside the ship’s rail while rigging or recovering the portable gangway, where provided. o The provision of a safety net when using the ship’s portable gangway, accommodation ladder or where a shore gangway without fixed railings was provided.', 'Interview a deck rating to verify their understanding of the process to rig and recover the portable gangway arrangement, especially as it related to working over the side or outside the ship’s rails prior to the rigging of the safety net.
This question relates to portable gangways and safe access at a terminal.
If an accommodation ladder is in use as a means of access focus on the means of access rather than the technical details of the accommodation ladder.
Where the information plate for a portable gangway was missing and the vessel had marked the required information on the gangway in some other manner, the vessel must be able to demonstrate that the information was an exact representation of the information shown on the original plate.
Expected Evidence', 'The company procedure which described the requirements for providing safe access to the vessel while alongside a terminal/berth.', 'Where a portable gangway was provided: o The manufacturer’s instructions and/or design drawings for the portable gangway. o The maintenance records for the portable gangway. o The certificate for the five', 'yearly load test for the portable gangway. o Evidence of thorough examination of the portable gangway during annual surveys.
Potential Grounds for a']
Industry Guidance IMO Resolution A.1072(28) Revised Guidelines for the Structure of an Integrated System of Contingency Planning for Shipboard Emergencies 2.1.1 The integrated system of shipboard emergency plans (hereinafter referred to as the "system") should provide a framework for the many individual contingency plans (hereinafter referred to as the "plans"), tailored for a variety of potential emergencies, for a uniform and modular designed structure. 2.1.2 Use of a modular designed structure will provide a quickly visible and logically sequenced source of information and priorities, which can reduce error and oversight during emergency situations.
TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions.
['Sight, and where necessary review, the company procedure which defined: o The requirement to conduct emergency response drills. o The requirement to record the outcome of an emergency response drill in a consistent manner. o The requirement to track the completion of completed drills to ensure that mandatory and company required drills were completed within the required time frame. o The actions to take if a drill could not be completed within the required timeframe.', 'Review the records of completed onboard emergency response drills and verify that each required drill had been completed within the timeframe defined by the drill schedule.
This question is designed to gain an overview of the drills required to be conducted onboard and the process for recording the planning and outcome from drills.
Supplementary rotational questions will be assigned to investigate the conduct of drills in detail.
Expected Evidence', 'The company procedures which defined the requirements to conduct onboard emergency response drills, recor d the outcome and track drills to ensure completion within the defined time frame.', 'The vessel’s system of shipboard emergency contingency plans.', 'The tracking records for completed onboard emergency response drills.', 'Where a drill had not been completed within the defined time frame, communications with the company describing the reasons for deferment.
Potential Grounds for a']
Industry Guidance ICS: Bridge Procedures Guide.
Fifth Edition.
Checklist C1 Main engine failure.
OCIMF/ICS: Peril at Sea and Salvage – A Guide for Masters.
Sixth Edition.
Chapter 3.4.
Action to take when the ship is disabled but still afloat. 3.4.3 Understand the drift characteristics of a disabled ship.
If propulsion has been lost with no immediate prospect of restoring it, assess the ship’s proximity to navigational or other hazards and plot the rate and direction of drift on a suitably scaled chart (paper or electronic), in conjunction with the ship’s records for any previously recorded drift patterns.
Tables 1 to 5 give the ship's heading and drift directions relative to the wind and wave directions, with the ship lying with the wind on the port and starboard sides.
Use the tables to guide decisions to optimise drift behaviour: • Placing the relative wing on the port or starboard side before momentum and steerage are lost can alter drift direction by up to 60°.
This can gain a lot of sea room and might be the best step to positively influence drift direction without calling on outside help. • If steerage has been lost, the rate and direction of drift can still be influenced by: o Giving the ship a list o Adjusting the trim, increasing or decreasing the existing trim, or even by changing from trim by the stern to trim by the head. o Locking the rudder hard over to the downwind side. (During model testing, locking the rudder hard over to the upwind side produced no meaningful change in drift compared to the rudder being locked amidships.). shipboard emergencies. 3.2.4.12 In summary, the module should guide those responsible for developing the system on what should be included in emergency plans, namely: 1. coordination of response effort 2. response procedures for the entire spectrum of possible accident scenarios, including methods that protect life, the marine environment and property 3. the person or persons identified by title or name as being in charge of all response activities 4. the communication lines used for ready contact with external response experts 5. information concerning the availability and location of response equipment 6. reporting and communication procedures on board ship TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification pr ocedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions
The vessel operator should have developed a shipboard emergency response plan for a loss of propulsion which identifies the steps that vessel staff must take im mediately to bring the situation under control and, then in the short and medium -term, to address the dangers to personnel, the environment and property.
The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
Industry Guidance ICS: Bridge Procedures Guide.
Fifth Edition.
Checklist C3 Total electrical power failure (Blackout) OCIMF/ICS: Peril at Sea and Salvage – A Guide for Masters.
Sixth Edition.
Chapter 3.4.
Action to take when the ship is disabled but still afloat. 3.4.3 Understand the drift characteristics of a disabled ship.
If propulsion has been lost with no immediate prospect of restoring it, assess the ship’s proximity to navigational or other hazards and plot the rate and direction of drift on a suitably scaled chart (paper or electronic), in conjunction with the ship’s records for any previously recorded drift patterns.
Tables 1 to 5 give the ship's heading and drift directions relative to the wind and wave directions, with the ship lying with the wind on the port and starboard sides.
Use the tables to guide decisions to optimise drift behaviour: • Placing the relative wind on the port or starboard side before momentum and steerage are lost can alter drift direction by up to 60°.
This can gain a lot of sea room and might be the best step to positively influence drift direction without calling on outside help. • If steerage has been lost, the rate and direction of drift can still be influenced by: o Giving the ship a list o Adjusting the trim, increasing or decreasing the existing trim, or even by changing from trim by the stern to trim by the head. o Locking the rudder hard over to the downwind side. (During model testing, locking the rudder hard over to the upwind side produced no meaningful change in drift compared to the rudder being locked amidships.). shipboard emergencies. 3.2.4.12 In summary, the module should guide those responsible for developing the system on what should be included in emergency plans, namely: 1. coordination of response effort 2. response procedures for the entire spectrum of possible accident scenarios, including methods that protect life, the marine environment and property 3. the person or persons identified by title or name as being in charge of all response activities 4. the communication lines used for ready contact with external response experts 5. information concerning the availability and location of response equipment 6. reporting and communication procedures on board ship TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions
The vessel operator should have developed a shipboard emergency response plan for a failure of electrical power which identifies the steps that vessel staff must take immediately to bring the situation under control and, then in the short and medium -term, to address the dangers to personnel, the environment and property.
The shipboard emergency response plan for failure of electrical power may reference: • A shipboard procedure for feeding back power from the emergency switchboard to the main switchboard. • A shipboard procedure for recovering after a black out.
The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
Suggested I nspector Actions • Sight, and where necessary review, the shipboard emergency response plan for a failure of electrical power. • Review the records of completed failure of electrical power emergency response drills and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure.
Bridge Log Book. • Interview one navigation officer and verify that they were familiar with a method for estimating the predicted drift of a disabled tanker taking into account the wind, current and ship’s head. • Interview one engineer officer and verify that they were familiar with the failure of electrical power emergency response plan including shipboard procedures for recovering after a blackout.
Expected Evidence • The shipboard emergency response plan for the failure of electrical power including any supplementary engineering procedures referenced by the plan. • The records for completed failure of electrical power emergency response drills. • The vessel’s Bridge Log Book for the previous twelve months. • Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a
Industry Guidance ICS: Bridge Procedures Guide.
Fifth Edition.
Checklist C2 Steering failure OCIMF/ICS: Peril at Sea and Salvage – A Guide for Masters.
Sixth Edition.
Chapter 3.4.
Action to take when the ship is disabled but still afloat. 3.4.2 Assess the ship's manoeuvring capability.
If it looks like propulsion will be lost, the Master must decide how to manoeuvre the ship to the best advantage to take it away from any navigational hazards. 3.4.2.1 Use the engines If steering has been lost but propulsion is retained, consider the following: • Lock the rudder in a fixed position. • Tests have shown that with full or emergency full astern revolutions the stern of a single screw ship can be brought up into the weather.
It will vary by ship, but generally, one the stern has been brought up to the weather, it i s possible to maintain heading and stern way using lower revolutions.
This is a useful option when closing a lee shore. • If the rudder is locked in a hard-over position, it should be possible to keep the ship’s head into the weather using careful engine manoeuvres. 3.4.3 Understand the drift characteristics of a disabled ship. other hazards and plot the rate and direction of drift on a suitably scaled chart (paper or electronic), in conjunction with the ship’s records for any previously recorded drift patterns.
Tables 1 to 5 give the ship's heading and drift directions relative to the wind and wave directions, with the ship lying with the win d on the port and starboard sides.
Use the tables to guide decisions to optimise drift behaviour: • Placing the relative wing on the port or starboard side before momentum and steerage are lost can alter drift direction by up to 60°.
This can gain a lot of s ea room and might be the best step to positively influence drift direction without calling on outside help. • If steerage has been lost, the rate and direction of drift can still be influenced by: o Giving the ship a list o Adjusting the trim, increasing or decreasing the existing trim, or even by changing from trim by the stern to trim by the head. o Locking the rudder hard over to the downwind side. (During model testing, locking the rudder hard over to the upwind side produced no meaningful change in drift compared to the rudder being locked amidships.).
IMO: Resolution A.1072(28) Revised guidelines for a structure of an integrated system of contingency planning for shipboard emergencies. 3.2.4.12 In summary, the module should guide those responsible for developing the system on what should be included in emergency plans, namely: 1. coordination of response effort 2. response procedures for the entire spectrum of possible accident scenarios, including methods that protect life, the marine environment and property 3. the person or persons identified by title or name as being in charge of all response activities 4. the communication lines used for ready contact with external response experts 5. information concerning the availability and location of response equi pment 6. reporting and communication procedures on board ship TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions IMO: SOLAS Chapter V Regulation 26 4 In addition to the routine checks and tests prescribed in paragraphs 1 and 2, emergency steering drills shall take place at least once every three months in order to practice emergency steering procedures.
These drills shall include where applicable the operation of alternative power supplies.
The vessel operator should have developed a shipboard emergency response plan for steering gear failure which identifies the steps that vessel staff must take immediately to bring the situation under control, and then in the short and medium -term, to address the dangers to personnel, the environment and property.
The shipboard emergency response plan should consider: • Failure of the steering control systems from the navigation bridge. • A single steering system failure, either electrical or hydraulic. • A complete failure of all steering systems and or the rudder(s).
The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined format. • Define the action to ta ke if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the shipboard emergency response plan for steering gear failure.', 'Review the records of completed emergency response drills for the failure of the steering gear and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure. o The drill included the testing of the emergency steering systems by direct control. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.', 'Interview one navigation officer and verify that they were familiar with a method for estimating the drift of a disabled tanker taking into account the wind, current and ship’s head.', 'If safe to do so, request that an accompanying officer demonstrate the operation of the emergency steering system and describes the use of the communication system and alternative power supplies.
Expected Evidence', 'The shipboard emergency response plan for steering gear failure.', 'The records for completed steeri ng gear failure and emergency steering drills.', 'The vessel’s Bridge Log Book for the previous six months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a N egative Observation', 'The shipboard emergency plan for steering failure was insufficiently ship', 'specific.', 'The accompanying officer was unfamiliar with the shipboard emergency plan for steering gear failure.', "An interviewed navigation officer was unfamiliar with the process for estimating a vessel’s drift rate taking into account the wind, current and ship's head. operation of the emergency steering ge ar.", 'The emergency steering gear was defective in any respect.', 'The drill records were not maintained in the format defined by the company procedure.', 'The drill scenario was unrealistic or inadequate to test the shipboard emergency plan.', 'Drill dates were inconsistent with the vessel activities as recorded within the Bridge Log Book.', 'The emergency response drill for a steering gear failure required by the company onboard emergency response procedure was overdue or had not been completed in accordance with the defined drill schedule.', 'Where a drill had been deferred due to poor weather or sea conditions and the vessel had notified the company, record as a comment within the Process response tool.
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Industry Guidance OCIMF/ICS: Peril at Sea and Salvage – A Guide for Masters.
Sixth Edition. 5 Towage and salvage 5.1 General If the ship is disabled and cannot manoeuvre, efforts must be concentrated on staying clear of navigational hazards.
See Chapter 3 for more guidance.
If the ship is drifting into danger, emergency towage will be needed.
The most suitable salvage vessel available should be engaged under a salvage contract designed to save a ship in danger.
The choice may be limited by the time available to connect a tow before the ship is endangered.
IMO: MSC.1/Circ.1255 Guidelines for Owners/Operators on Preparing Emergency Towing Procedures. 1 Purpose The purpose of these Guidelines is to assist owners/operators in preparing ship- specific emergency towing procedures for ships subject to SOLAS regulation II -1/3-4.
The procedures should be considered as part of the emergency preparedness required by paragraph 8 of part A of the International Safety Management (ISM) Code. 4 Emergency Towing Booklets. 4.1 The Emergency Towing Booklet (ETB) should be ship specific and be presented in a clear, concise and ready -to- use format (booklet, plan, poster, etc.). 4.3 All procedures developed in accordance with section 5 should be presented in a clear and easy to understand format, which will aid their smooth and swift application in an emergency situation. 1. assembly and rigging diagrams. 2. towing equipment and strong point locations; and 3. equipment and strong point capacities and safe working loads (SWLs). 4.5 A copy should be kept at hand by the owners/operators in order to facilitate the passing on of information to the towage company as early as possible in the emergency.
A copy should also be kept in a common electronic file format, which will allow faster distribution to the concerned parties. 4.6 A minimum of three copies should be kept on board and located in: 1. the bridge. 2. a forecastle space; and 3. the ship’s office or cargo control room. 5.1 Ship-specific procedures should be identified during the ship’s evaluation and entered accordingly in the ETB.
The procedures should include, as a minimum, the following: 1. a quick -reference decision matrix that summarizes options under various emergency scenarios, such as weather conditions (mild, severe), availability of shipboard power (propulsion, on-deck power), imminent danger of grounding, etc.; 2. organization of deck crew (personnel distribution, equipment distribution, including radios, safety equipment, etc.); 3. organization of tasks (what needs to be done, how it should be done, what is needed for each task, etc.); 4. diagrams for assembling and rigging bridles, tow lines, etc., showing possible emergency towing arrangements for both fore and aft.
Rigged lines should be lead such that they avoid sharp corners, edges and other points of stress concentration; 5. power shortages and dead ship situations, which must be taken into account, especially for the heaving across of heavy towing lines; 6. a communications plan for contacting the salvage/towing ship .
This plan should list all information that the ship’s master needs to communicate to the salvage/towing ship.
This list should include but not be limited to: 1. damage or seaworthiness; 2. status of ship steering; 3. propulsion; 4. on deck power systems; 5. on-board towing equipment; 6. existing emergency rapid disconnection system; 7. forward and aft towing point locations; 8. equipment, connection points, strong points and safe working loads (SWL); 9. towing equipment dimensions and capacities; and 10. ship particulars; 7. valuation of existing equipment, tools and arrangements on board the ship for possible use in rigging a towing bridle and securing a towline; 8. identification of any minor tools or equipment providing significant improvements to the “towability” of the ship; 9. inventory and location of equipment on board that can be used during an emergency towing situation; 10. other preparations (locking rudder and propeller shaft, ballast and trim, etc.); and 11. other relevant information (limiting sea states, towing speeds, etc.).
TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used. 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions IMO: SOLAS Chapter II -1 Regulation 3-4 1 Emergency towing arrangements on tankers 1.1 Emergency towing arrangements shall be fitted at both ends on board every tanker of not less than 20,000 to nnes deadweight. 1.2 For tankers constructed on or after 1 July 2002: .1 the arrangements shall, at all times, be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing ship.
At least one of the emergency towing arrangements shall be pre-rigged ready for rapid deployment; and .2 emergency towing arrangements at both ends shall be of adequate strength taking into account the size and deadweight of the ship, and the expected forces during bad weather conditions.
The design and construction and prototype testing of emergency towing arrangements shall be approved by the Administration, based on the Guidelines developed by the Organization*. 1.3 For tankers constructed before 1 July 2002, the design and construction of emergency towing arrangements shall be approved by the Administration, based on the Guidelines developed by the Organization*. 2 Emergency towing procedures on ships 2.2 Ships shall be provided with a ship- specific emergency towing procedure.
Such a procedure shall be carried aboard the ship for use in emergency situations and shall be based on existing arrangements and equipment available on board the ship. 2.3 The procedure shall include: 1. drawings of fore and aft deck showing possible emergency towing arrangements. 2. inventory of equipment on board that can be used for towing. 3. means and method of communication. 4. sample procedures to facilitate the preparation for and conducting of emergency towing operations.
The vessel operator should have developed ship- specific emergency towing procedures contained within an Emergency Towing Booklet (ETB).
The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
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['Sight, and where nec essary review, the Emergency Towing Booklet (ETB).', 'Review the records of completed emergency towing drills and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.', 'Interview one navigation and one engineer officer to verify that they were familiar with the location of the ETB and the deployment process for the emergency towing arrangements fitted to the vessel.
Expected Evidence', 'The shipboard Emergency Towing Booklets.', 'The records for completed emergency towing drills', 'The vessel’s Bridge Log Book for the previous twelve months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a']
Industry Guidance OCIMF: Survival Craft .
A Seafarer’s Guide.
Familiarisation and Training A significant factor in survival craft incidents occurring in the industry has often been identified as a lack of onboard 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.
IMO: MSC.1/Circ.1206/Rev.1 Measures to prevent accidents with lifeboats.
ANNEX 2 Guidelines on Safety During Abandon Ship Drills Using Lifeboats. 1.3 Drills must be safe 1.3.1 Abandon ship drills should be planned, organized and performed so that the recognized risks are minimized and in accordance with relevant shipboard requirements of occupational safety and health. 1.3.2 Drills provide an opportunity to verify that the life- saving system is working and that all associated equipment is in place and in good working order, ready for use. 1.4 Emphasis on learning Drills should be conducted with an emphasis on learning and be viewed as a learning experience, not just as a task to meet a regulatory requirement to conduct drills.
Whether they are emergency drills required by SOLAS or additional special drills conducted to enhance the competence of the crew members, they should be carried out at safe speed.
During drills, care should be taken to ensure that everybody familiarizes themselves with their duties and with the equipment.
If necessary, pauses should be made duri ng the drills to explain especially difficult elements. carried out. 1.5 Planning and organizing drills 1.5.1 The 1974 SOLAS Convention requires that drills shall, as far as practicable, be conducted as if there was an actual emergency.
This means that the entire drill should, as far as possible, be carried out.
The point is that, at the same time, it should be ensured that the drill can be carried out in such a way that it is safe in every respect.
Consequently, elements of the drill that may involve unnecessary risks need special attention or may be excluded from the drill. 1.5.2 In preparing for a drill, those responsible should review the manufacturer’s instruction manual to assure that a planned drill is conducted properly.
Those responsible for the drill should assure that the crew is familiar with the guidance provided in the life-saving system instruction manual. 1.5.3 Lessons learned in the course of a drill should be documented and made a part of follow -up shipboard training discussions and planning the next drill session. 1.5.4 The lowering of a boat with its full complement of persons is an example of an element of a drill that may, depending on the circumstances, involve an unnecessary risk.
Such drills should only be carried out if special precautions are observed. 2.2.2 Procedures for holding safe drills should be included in the Safety Management System (SMS) of the shipping comp anies.
Detailed procedures for elements of drills that involve a special risk should be evident from workplace assessments adjusted to the relevant life- saving appliance.
IMO/ICAO International aeronautical and maritime search and rescue manual (IAMSAR) Vo l III TMSA KPI 9.2.1 requires that risk assessments for routine tasks are used to develop safe working procedures.
The risk assessment identifies all hazards associated with a task and any personnel at risk.
All risk mitigation measures to address identi fied hazards are incorporated into the safe working procedures.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions.
IMO: SOLAS Chapter III Regulation 19 3.4.3 Except as provided in paragraphs 3.4.4 and 3.4.5, each lifeboat shall be launched, and manoeuvred in the water by its assigned operating crew, at least once every three months during an abandon ship drill. 3.4.6 As far as is reasonable and practicable, rescue boats other than lifeboats which are also rescue boats, shall be launched each month with their assigned crew aboard and manoeuvred in the water.
In all cases this requirement shall be complied with at least once every 3 months. 3.4.7 If lifeboat and rescue boat launching drills are carried out with the ship making headway, such drills shall, because of the dangers involved, be practiced in sheltered waters only and under the supervision of an officer experienced in such drills.
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The vessel operator should have developed a shipboard emergency response plan to identify the actions that vessel staff should take in a man overboard situation.
The vessel operator should have developed detailed procedures to identify the actions that vessel staff should take to launch and recover the rescue boat and to conduct a rescue boat launching drill in a safe manner without endangering those involved in the operation.
The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the shipboard emergency response plan for man overboard.', 'Sight, and where necessary review, the ship specific procedure for launching and recovering the rescue boat as part of a drill.', 'Review the records of completed man overboard and rescue boat launching drills and verify that: o The latest drill(s) had been completed within the timeframe defined by the drill schedule. o The details of the drill(s) had been recorded in the defined format required by the company procedure. o The date and time of the latest drill(s) were consistent with the vessel’s activities as recorded within the Bridge Log Book.', 'Interview one navigation officer and verify they were familiar with the ship specific procedure for the launching and subsequent recovery of the rescue boat.', 'Interview one rating and verify that they were familiar with their role as identified in the muster list during a man overboard situation.
If the vessel had exercised the man overboard and rescue boat launching elements of the man overboard emergency response drill separately, consider the records of both elements when reviewing the evidence and assessing the familiarity of the interviewed officer/rating.
Expected Evidence', 'The shipboard emergency response plan for man overboard.', 'The ship specific procedure for launching and recovering the rescue boat as part of a drill.', 'The records for completed man overboard and rescue boat launching drills.', 'The vessel’s Bridge Log Book for the previous six months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the postponement.
Potential Grounds for a N egative Observation', 'There was no emergency response plan for man overboard.', 'There was no ship specific procedure for launching and recovering the rescue boat as part of a drill.', 'The shipboard procedures were insufficiently ship', 'specific.', 'An interviewed navigation officer was unfamiliar with the ship', 'specific procedure for launching and recovering the rescue boat during a drill.', 'An interviewed rating was unfamiliar with their role, as defined by the muster list, during a man overboard situation.', 'The drill records were not maintained in the format defined by the company procedure.', 'The man overboard drill scenario was unrealistic or inadequate to test the shipboard emergency plan.', 'Drill dates were inconsistent with the vessel activities as recorded within the Bridge Log Book.', 'The emergency response drills for man overboard and launching the rescue boat required by the company procedures and SOLAS regulation were overdue or had not been completed in accordance with the defined drill schedule.', 'Where a rescue boat launching and recovery drill had been deferred due to poor weather or sea conditions and the vessel had notified the company, record as a comment within the Process response tool.
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Industry Guidance ICS: Recovery of persons from the water.
Guidelines for the development of plans and p rocedures.
In the majority of cases, the carriage of additional dedicated equipment will probably be unnecessary.
These guidelines have been developed to assist companies when preparing to comply with the new SOLAS Regulation III/17.1 and should be used together with the IMO Guidelines for the Development of Plans and Procedures for the Recovery of Persons from the Water (MSC.1/Circ.1447), the Guide to Recovery Techniques (MSC.1/1182) and the Guide for Cold Water Survival (MSC.1/Circ.1185/Rev.1) MSC.1/Circ. 1447 Guidelines for the development of plans and procedures for recovery of persons from the water. 1.5 The plans and procedures should be considered as a part of the emergency preparedness plan required by paragraph 8 of part A of the International Safety Management (ISM) Code 2.7 Ship-specific procedures for the recovery of persons from the water should specify the anticipated conditions under which a recovery operation may be conducted without causing undue hazard to the ship and the ship's crew, taking into account, but not limited to: 1. manoeuvrability of the ship. 2. freeboard of the ship. 3. points on the ship to which casualties may be recovered. 4. characteristics and limitations of equipment intended to be used for recovery operations. 5. available crew and personal protective equipment (PPE). 6. wind force, direction and spray. 7. significant wave height (Hs). 8. period of waves. 9. swell; and 10. safety of navigation.
Drills should ensure that crew are familiar with the plans, procedures and equipment for recovery of persons from the water.
Such drills may be conducted in conjunction with routine man-overboard drills.
TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additi onally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions.
IMO: SOLAS Chapter III Regulation 17-1 Recovery of persons from the water 1.
All ships shall have ship-specific plans and procedures for recovery of persons from the water, ta king into account the guidelines developed by the Organization.
The plans and procedures shall identify the equipment intended to be used for recovery purposes and measures to be taken to minimize the risk to shipboard personnel involved in recovery operat ions...
The vessel operator should have developed a shipboard emergency response plan to identify the actions that vessel staff must take to recover persons from the water in a safe manner without further endangering those involved in the operation.
The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the shipboard emergency response plan for recovery of persons from the water', 'Review the records of completed recovery from the water drills and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.', 'Interview one rating and verify that they were familiar with the recovery of persons from the water plan and their expected role in such an emergency response.
Expected Evidence', 'The shipboard emergency response plan for the recovery of persons from the water.', 'The records for completed recovery of persons from the water drills.', 'The vessel’s Bridge Log Book for the previous twelve months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a']
Industry Guidance ICS: Bridge Procedures Guide.
Fifth Edition.
Checklist C8 Flooding / Hull Failure OCIMF/ICS: Peril at Sea an d Salvage: A Guide for Masters.
Sixth Edition. 3.4.1 Control accidental flooding Any damage causing flooding of the machinery spaces must be dealt with urgently.
The consequences of flooding in the machinery spaces can be catastrophic, including: • Loss of buoyancy, compromising the ship’s ability to stay afloat in the conditions. • Loss of propulsion, power generating capacity, and other safety critical equipment/systems. • Reduced capability of the ship to contain the emergency, e.g. loss of bilge pumps and/or firefighting pumps. • Loss of the ship.
IMO Resolution A.1072(28) Revised guidelines for a structure of an integrated system of contingency planning for shipboard emergencies 3.2.4.12 In summary, the module should guide those responsible for developing the system on what should be included in emergency plans, namely: • coordination of response effort. • response procedures for the entire spectrum of possible accident scenarios, including methods that protect life, the marine environment and property. • the person or persons identified by title or name as being in charge of all response activities. • the communication lines used for ready contact with external response experts. • information concerning the availability and location of response equipment.
TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions
The vessel operator should have developed a shipboard emergency response plan for each of the principal flooding scenarios which are appropriate to the vessel type, which will include where applicable, but will not necessarily be limited to: • Machinery space flooding. • Pumproom flooding. • Forecastle space flooding. • Hull breach.
The plans will identify the steps that vessel staff must take immediately to bring the situation under control, and then in the short and medium -term, to address the dangers to personnel, the environment and property.
The vessel operator should have developed a procedure to: • Require the vessel to conduct an emergency response drill to test the crew familiarity with each credible emergency scenario applicable to the vessel type at a defined frequency. • Require that the details of emergency response drills are recorded in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the shipboard emergency response plans for the principal flooding scenarios which were appropriate to the vessel type, which should include: o Machinery space flooding. o Pumproom flooding (where fitted). o Forecastle space fl ooding. o Hull breach/failure.', 'Review the records of completed flooding emergency response drills and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defi ned format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book. o Each of the emergency response plans for flooding scenarios applicable to the vessel type had been exercised within the previous twelve months.', 'The shipboard emergency response plans for the flooding scenarios applicable to the vessel type.', 'The records for completed flooding emergency response drills.', 'The vessel’s Bridge Log Book for the previous twelve months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a']
Industry Guidance IACS: Rec 142 LNG Bunkering Guidelines (2016) Chapter 1 Section 4.1.3.2 Emergency Response Plan An Emergency Response Plan should be prepared to address cryogenic hazards, potential cold burn injuries to personnel and firefighting techniques for controlling, mitigating and elimination of a gas cloud fire, jet fire and/or an LNG pool fire.
The Emergency Response Plan should cover all emergency situations identified in the LNG Bunkering Operations Risk Assessment and may designate responsibilities for local authorities, hospitals, local fire brigades, PIC, Master and selected personnel from the bunkering facility.
As a minimum, the following situations should be covered where appropriate: • LNG leakage and spill on the receiving ship, on the bunkering facility or from the LNG transfer system • Gas detection • Fire in the bunkering area • Unexpected movement of the vessel due to failure or loosening of mooring lines • Unexpected moving of the truck tanker • Unexpected venting on the receiving ship or on the bunkering facility • Loss of power TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions.
IMO: IGF Code 17 Drills and emergency exercises Drills and emergency exercises on board shall be conducted at regular intervals.
Such gas -related exercises could include for example: 1. tabletop exercise. 2. review of fuelling procedures based in the fuel handling manual required by
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 12.7 Cargo leaks into double hull tanks 12.7.1 Action to be ta ken If hydrocarbon gas is detected in a tank, there are a number of options for maintaining a safe tank atmosphere: • Continuous ventilation. • Filling or partially filling with ballast. • Securing with P/V valves. • Securing with vent valves fitted with flames screens. • A combination of these.
The chosen option will depend on several factors, especially the degree of confidence in the hydrocarbon content of the atmosphere, bearing in mind the potential problems already identified.
If inerting, fitting a P/V valve will be a way of pressing up the tank with IG after inerting to less than 8% oxygen.
When ventilating a tank, consider fitting flame screens to allow air to flow safely and maintain a non-flammable atmosphere in the air space.
Operators should develop procedures that account for the tank structure and any limitations of the available atmosphere monitoring system.
These procedures should help the crew to choose the most appropriate way to make the atmosphere safe.
Ships should have written procedures on board that set out the steps to take to safely transfer the cargo from the ballast space. 12.7.2 Inerting double hull tanks conventional tanks.
The operator should use these guidelines as a basis for developing procedures (similar to those in section 12.4.7) for inerting such tanks.
If possible, the procedures should be developed with the ship builder and be based on actual tests and experiments as well as calculations.
They should describe the process for each tank, the equipment to be used and its configuration, and the time it takes to reduce the oxygen level in the tank to less than 8% by volume.
Clearly identify the flexible hoses used for inerting double hull tanks.
They should be dedicated solely to this use and stowed safely and correctly.
The hose string should be electrically continuous.
Verify this before putting hoses into service.
Confirm that the string is properly earthed before inerting starts.
ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 10.5.3 Tank leaks within the ship A leak from a cargo tank into void or ballast spaces may cause damage to the ship’s structure or equipment.
It may also create an explosive atmosphere and a risk to personnel.
The actions to be taken may differ depending on the product involved and other circumstances such as the weather, but should as a minimum include the following: • Identify the products involved and the risks associated with them; • Clear the area of all non- essential personnel; • Identify the location of the leak; • Transfer the product in the leaking tank to an empty tank, if possible; • Notifying port and local authorities and the company, as appropriate; and • Take remedial action.
Spills in confined spaces such as pumprooms should, where practicable, first be contained and then treated and collected for safe disposal.
An acid spill should be prevented from entering mild steel areas of the ship as rapid corrosion can occur.
In extreme case s the consequent hull corrosion can cause the ship to sink.
Leaks from one cargo tank to another, or multiple leaks where there is a risk of mixing incompatible chemicals, should always be thoroughly investigated and may need to be treated as an emergency.
Where time allows, expert advice should be sought on the possible risks involved.
A non-cargo space that has had a chemical leaking into it should be treated as a cargo space and the same precautions taken.
It should be cleaned and gas freed bef ore any attempt is made for repairs.
TMSA KPI 6.1.1 requires that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
The procedures include: • Maintaining safe tank atmospheres.
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 -2 Regulation 4 5.5.1.4 Tankers required to be fitted with inert gas systems shall comply with the following provisions: 2. where hull spaces are connected to a permanently fitted inert gas distribution system, means shall be provided to prevent hydrocarbon gases from the cargo tanks entering the double hull spaces through the system; and 3. where such spaces are not permanently connected to an inert gas distribution system, appropriate means shall be provided to allow connection to the inert gas main.
IACS UI SC 272 Inert gas supply to double -hull spaces (SOLAS II-2/4.5.5.1) Double- hull spaces required to be fitted with suitable connections for the supply of inert gas as per SOLAS II - 2/4.5.5.1.4.1 are all ballast tanks and void spaces of double- hull and double-bottom spaces adjacent to the cargo tanks, including the forepeak tank and any other tanks and spaces under the bulkhead deck adjacent to cargo tanks, except cargo pump-rooms and ballast pump-rooms.
The vessel operator should have developed procedures setting out the actions to be taken in the event of a cargo leak into a double hull tank.
These procedures should address the various options for maintaining a safe atmosphere in the tank, including: • Identifying the cargoes involved and the risks associated with them. • Continuous ventilation. • Filling or partially filling with ballast. • Secu ring with P/V valves. • Securing with vent valves fitted with flames screens. • A combination of these.
Procedures should describe the process for each tank, the equipment to be used and its configuration.
They should also provide guidance on how to safely transfer the cargo from the ballast space.
Equipment required by these procedures may include: • Emergency ballast/cargo system connection spool piece. • Emergency ballast/inert gas system connection spool piece. • Flexible inert gas hoses. • P/V valves. • Flame screens. • Portable standpipes. • Portable fans.
['Sight, and where necessary, review the company procedures setting out the actions to be taken in the event of a cargo leak into a double hull tank.', 'During the tour of the deck, inspect the equipment required by these procedures to verify its availability, suitable stowage and satisfactory condition.', 'Interview the accompanying officer to verify their familiarity with the company procedures setting out the actions to be taken in the event of a cargo leak into a double hull tank, and the location of the required equipment.
Expected Evidence', 'If available, an inventory of the equipment required by these procedures.', 'Records of tests for electrical continuity of flexible hoses designated for inerting double hull tanks.
Potential Grounds for a']
Industry Guidance IACS UI SC 179 Dewatering of forward spaces of bulk carriers (Resolution MSC.188(79)) 2.1 The valve specified under SOLAS regulation II -1/12.5.1 ( 12.6.1)is to be capable of being controlled from the navigation bridge, the propulsion machinery control position or enclosed space which is readily accessible from the navigation bridge or the propulsion machinery control position without travelling exposed freeboard or superstructure decks.
In this context, a position which is accessible via an under deck passage, a pipe trunk or other similar means of access is not to be taken as being in the "readily accessible enclosed space". 5.
Bilge wells are to be provided with gratings or strainers that will prevent blockage of the dewatering system with debris.
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 XII Regulation 13.1 Additional safety measures for bulk carriers Availability of pumping systems (This regulation applies to bulk carriers regardless of their date of construction) spaces any part of which extends forward of the foremost cargo hold shall be capable of being brought into operation from a readily accessible enclosed space, t he location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks.
Where pipes serving such tanks or bilges pierce the collision bulkhead, valve operation by means of remotely operated actuators may be accepted, as an alternative to the valve control specified in regulation II -1/12, provided that the location of such valve controls complies with this regulation.
This question is only applicable to OBO and Ore/Oil vessel types.
The vessel operator should have developed vessel -specific procedures to pump out the spaces forward of the collision bulkhead in the event of flooding, including guidance on: • The use of the pumps/eductors connected to the systems, their direct suctions and overboard valves. • The marking of system valves and controls to ensure correct operation and avoid accidental opening.
The vessel- specific instructions for pumping out the spaces forward of the collision bulkhead in an emergency may be included as part of the vessel emergency response plan for forecastle space flooding.
The remote controls for the system should not be accessed via an under deck passage, a pipe trunk or other similar means of access.
['Sight, and where necessary review, the company procedures to pump out the spaces forward of the collision bulkhead in the event of flooding.', 'Inspect the arrangements to pump out the spaces forward of the collision bulkhead including: o Bilge wells, suctions etc. in the forecastle spaces. o Remote controls at the navigation bridge, engine control room or enclosed space accessible from the bridge or engine control room without traversing exposed freeboard or superstructure decks.', 'Interview the accompanying officer to verify their understanding of how the forward spaces would be pumped out in an emergency utilising the system provided onboard.
This should include the sequence of opening and closing valves and starting the appropriate pump.
Expected Evidence', 'The company procedures to pump out the spaces forward of the collision bulkhead in the event of flooding.', 'The shipboard emergency response plan for forecastle space flooding.
Potential Grounds for a']
Industry Guidance ICS: Bridge Procedures Guide.
Fifth Edition.
Checklist C7 Fire OCIMF/ICS: Peril at Sea and Salvage – A Guide for Masters.
Sixth Edition.
Chapter 3 Implementing the emergency response plan 3.1 General Do what is necessary to manage the situation.
Activate the most appropriate contingency plans in the SMS.
Tailor decision making to the severity of the emergency by prioritising tasks and using resources where they are most effective.
Use the ship’s own resources where they will be most effective.
Be realistic about what can be achieved before help arrives. 3.3.2 Assess a fire When there is a fire/explosion, the Master should identify the location of the fire, the factors that will help contain it and any hazards close by that may feed the fire or cause it to spread.
IMO Resolution A.1072(28) Revised guidelines for a structure of an integrated system of contingency planning for shipboard emergencies. 3.2.4.12 In summary, the module should guide those responsible for developing the system on what should be included in emergency plans, namely: 1.
Coordination of response effort. life, the marine environment and property. 3.
The person or persons identified by title or name as being in charge of all response activities. 4.
The communication lines used for ready contact with external response experts. 5.
Information concerning the availability and location of response equipment. 6.
Reporting and communication procedures on board ship.
TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions.
IMO: SOLAS Chapter III Regulation 19 3.2 Every crew member shall participate in at least one abandon ship drill and one fire drill every month.
The drills of the crew shall take place within 24 hours of the ship leaving a port if more than 25% of the crew have not participated in abandon ship and fire drills on board that particular ship in the previous month… 3.5 Fire drills 3.5.1 Fire drills should be planned in such a way that due consideration is given to regular practice in the various emergencies that may occur depending on the type of ships and the cargo. 3.5.3 The equipment used during drills shall immediately be brought back to its fully operational condition and any faults and defects discovered during the drills shall be remedied as soon as possible.
The vessel operator should have developed a shipboard emergency response plan for each of the principal fire scenarios which are appropriate to the vessel type, which should include, but will not necessarily be limited to: • Fire on the cargo deck. • Fire in a cargo tank. • Fire in the main machinery space. • Fire in the cargo pump room or compressor room. • Fire in the accommodation. • Fire in a store- room. • Fire in th e galley.
The plans should identify the steps that vessel staff must take immediately to bring the situation under control and, then in the short and medium -term, to address the dangers to personnel, the environment and property. • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined format. • Define the action to take if a drill c annot be completed within the required timeframe.
['Sight, and where necessary review, the shipboard emergency response plans for the principal fire scenarios which were appropriate to the vessel type, which should include: o Fire on the cargo deck. o Fire in a cargo tank. o Fire in the main machinery space. o Fire in the cargo pump room or compressor room. o Fire in the accommodation. o Fire in a store', 'room. o Fire in the galley.', 'Review the records of completed fire drills and verify that: o The required drills had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book. o Each of the emergency response plans for fire scenarios applicable to the vessel type had been exercised within the previous six months.
Expected Evidence', 'The shipboard emergency response plans for the principal fire scenarios as applicable to the vessel type.', 'The records for completed fire drills during the previous six months.', 'The vessel’s Bridge Log Book for the previous six months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a']
Industry Guidance IMO: Guidelines for the development of Shipboard Marine Pollution Emergency Plans. 2010 edition.
As a minimum the Plan (i.e. SOPEP or SMPEP) should provide the Master with guidance to address the following: 2.5.2.1 Operational spills…. • Pipe leakage…. • Tank overflow…. • Hull leakage…. 2.5.2.2 Spills resulting from casualties… • Grounding • Fire/explosion • Collision with fixed or moving object • Hull failure • Excessive list • Containment system failure • Submerged/foundered • Wrecked/stranded • Hazardous vapour release 3.10 Plan testing: The Plan will be of little value if it is not made familiar to the personnel who will use it.
Regular exercises will ensure that the Plan functions as expected and that the c ontacts and communications specified are accurate.
Such exercises may be held in conjunction with other shipboard exercises and appropriately logged.
Where ships carry response equipment, hands -on experience with it by crew members will greatly enhance safety and effectiveness in an emergency situation.
Procedures for training and exercise may be defined.
TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios. vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions.
IMO: MARPOL Annex 1 Chapter 5, Regulation 37 Shipboard oil pollution emergency plan (SOPEP) . 1.
Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration Annex II Chapter 7, Regulation 17 Shipboard marine pollution emergency plan for noxious liquid substances (SMPEP) 1.
Every ship of 150 gross tonnage and above certified to carry noxious liquid substances in bulk shall carry on board a shipboard marine pollution emergency plan for noxious liquid substances approved by the Administration 2.
In the case of ships to which regulation 37 of Annex 1 of the Convention also applies, such a plan may be combined with the shipboard oil pollution emergency plan required under Regulation 37 of Annex 1.
In this case, the title of such Plan shall be “Shipboard marine pollution emergency plan” (SMPEP) .
The vessel operator will have developed a SOPEP or SMPEP as appropriate.
This may form the basis of an integrated system of contingency planning for all shipboard emergencies.
The Master and officers should be familiar with the contents and be aware of their duties and responsibilities within the Plan.
The Plan should be kept up to date, including the list of National Operational Contact Points responsible for the receipt, transmission and processing of urgent reports on incidents involving harmful substances, including oil from ships to coastal states, which is available from the IMO website in the MSC -MEPC.6 Circular series.
The official format of the circular is electronic and providing the file is readily accessible in an identified location need not be printed out in hard copy.
The vessel operator should require that a list of specific contact details should be prepared for each port visit and be displayed on the bridge and in the cargo control room.
The list should at least contain contact details for the following: o The DPA or the operator’s emergency contact details. o The port authorities. o The vessel’s P & I Club. o The Agent. o The national pollution reporting centre. o Any additional contact details required by the USCG Vessel Response Plan when trading in US waters.
The vessel operator wi ll have developed a procedure to: frequency. • Require that the details of emergency response drills are recorded in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the SOPEP or SMPEP.', 'Sight the shipboard emergency response plans for operational cargo and bunker spills.', 'Sight the list of specific contact details posted on the bridge or cargo control room.', 'Review the records of completed spill response drills and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.', 'Interview an officer during the balance of the inspection and verify that they were familiar with their expected duties in the event of a spill incident.
Expected Evidence', 'The vessel’s SOPEP or SMPEP.', 'The shipboard emergency response plans for defined spill situations, if not contained within the SOPEP or SMPEP.', 'The list of specific contact details for the port of inspection.', 'The records for completed spill emergency response drills.', 'The vessel’s Bridge Log Book for the previous twelve months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a']
Industry Guidance OCIMF: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition.
Chapter 10.2 Safety management for entering enclosed spaces. 10.2.2 Managing controlled entry into enclosed space Responding to a crisis.
Injuries and deaths from entering enclosed spaces often occur when personnel give in to a strong instinct to help.
A delayed response from the rescue team can make this worse.
It may take them several minutes to muster and ready themselves, during which Attendants may become increasingly concerned for those in the space.
They may believe – wrongly – that they can hold their breath or are fit enough not to be affected in the same way as those inside.
Giving them a clear list of tasks at this time (e.g. raise the alarm but do not enter the space/opening; keep talking to the people inside; set up equipment outside; brief the command centre and rescue team when they arrive) is a proven technique for keeping them focused.
Reinforce this during the toolbox talk with scenarios asking them what they would do if someone collapsed and if the rescue team was delayed.
IMO: Resolution A.1050(27) Revised Recommendations for Entering Enclosed Spaces Aboard Ships. 6.4 Only trained personnel should be assigned the duties of entering, functioning as attendants or functioning as members of rescue teams.
Ships' crews with rescue and first aid duties should be drilled periodically in rescue and first aid procedures.
Training should include as a minimum: 1.
Identification of the hazards likely to be faced during entry into enclosed spaces. 2.
Recognition of the signs of adverse health effects caused by exposure to hazards during entry, and 3.
Knowledge of personal protective equipment required for entry. 8.5 Only properly trained and equipped personnel should perform rescue operations in enclosed spaces.
TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios. vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions.
IMO: SOLAS Chapter III Reg ulation 19, as amended by MSC. 350(92) 3.3 Crew members with enclosed space entry or rescue responsibilities shall participate in an enclosed space entry and rescue drill to be held onboard the ship at least once every two months. 3.6.1 Enclosed space entr y and rescue drills should be planned and conducted in a safe manner, taking into account, as appropriate, the guidance provided in the recommendations developed by the Organization. 3.6.2 Each enclosed space entry and rescue drill shall include: 1.
Checking and use of personal protective equipment required for entry. 2.
Checking and use of communication equipment and procedures. 3.
Checking and use of instruments for measuring the atmosphere in enclosed spaces. 4.
Checking and use of rescue equipment and procedures. 5.
Instructions in first aid and resuscitation techniques.
The vessel operator should have developed a shipboard emergency response plan to identify the actions that vessel staff must take to conduct a rescue from an enclosed space in a safe manner without further endangering those involved in the operation.
The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequenc y. • Record the details of emergency response drills in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the shipboard emergency response plan for enclosed space rescue.', 'Review the records of completed enclosed space rescue drills and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure. o Where the drill had been conducted utilising a defined enclosed space, the permit for the space had been attached to the drill records. o The date and time of the latest drill was consistent with the vessel’s activi ties as recorded within the Bridge Log Book.', 'During the physical inspection: o Sight the enclosed space rescue hoisting arrangement(s) provided for cargo, ballast, bunker, void and cofferdam spaces. o Interview an officer or rating to verify that they were familiar with the rigging and operation of the provided hoisting arrangement(s).
Expected Evidence', 'The shipboard emergency response plan for enclosed space rescue.', 'The records for completed enclosed space rescue drills, supplemented by enclosed space entry permits where appropriate.', 'The vessel’s Bridge Log Book for the previous twelve months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the postponement.
Potential Grounds for a Negat i ve Observation', 'There was no shipboard emergency plan for enclosed space rescue available.', 'The shipboard emergency plan was insufficiently ship', 'specific.', 'The accompanying officer was unfamiliar with the shipboard emergency plan for enclosed space rescue.', 'An interviewed officer or rating was unfamiliar with the rigging and use of the provided enclosed space rescue hoisting arrangement(s).', 'The drill scenario was unrealistic or inadequate to test the shipboard emergency plan.', 'The drill records had not been com pleted in accordance with the company procedures or were missing the associated enclosed space entry permit, where required.', 'Drill dates were inconsistent with the vessel activities as recorded within the Bridge Log Book.', 'The emergency response drill for enclosed space rescue required by the company onboard emergency response procedure was overdue or had not been completed in accordance with the defined drill schedule.', 'The enclosed space rescue hoisting arrangements and any associated loose equipment provided for cargo, ballast, bunker, void and cofferdam spaces was defective in any respect.', 'Where a drill had been deferred due to poor weather or sea conditions and the vessel had notified the company, record as a comment within the Process response tool.
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Industry Guidance IMO: Guide to Maritime Security and the ISPS Code. 2012 edition.
Planni ng and conducting ship security drills and exercises 4.8.12 The regular conduct of ship security drills and exercises is an important aspect of ensuring that ships comply with the requirements of the maritime security measures. 4.8.13 Drills may be defined as supervised activities that are used to test a single measure or procedure in the SSP.
Exercises are more complex activities which test several measures and procedures at the same time. 4.8.14 To ensure the effective implementation of the measures and procedures specified in SSPs, drills should be conducted at least every three months.
They are usually organised by SSOs, who are responsible for ensuring that all shipboard personnel have received adequate training.
In addition, in cases where more than 25% of the ship’s personnel has been changed at any one time with personnel that have not previously participated in any drill on that ship within the last three months, a drill should be conducted within one week of the change. 4.8.15 As a minimum, SSOs should organise drills to cover such scenarios as: 1.
Identification and search of unauthorised visitors on board the ship. 2.
Recognition of materials that may pose a security threat. 3.
Methods to deter attackers from approaching the ship. 4.
Recognition of restricted areas. 5.
Mustering for evacuation.
Industry: BMP5 Best Management Practices to Deter Piracy and Enhance Maritime Security in the Red Sea, Gulf of Aden, Indian Ocean and Arabian Sea the Coast of West Africa including the Gulf of Guinea. 1st Edition.) Section 4 Planning Prior to entering the High Risk Area Brief crew and conduct drills The crew should be fully briefed on the preparations, and drills should be conducted with the SPM (Ship Protection Measures) in place.
The plan should be reviewed, and all crew briefed on their duties, including familiarity with the alarm that signals an attack, an all- clear situation and the appropriate response to each.
The drills should test: • The SPM, including testing the security of all access points. • Lock down conditions, including crew safety considerations. • The bridge team’s security knowledge. • The crew’s understanding of any different actions required in the event of a pirate attack compared to other types of attack.
TMSA KPI 13.1.3 requires that measures have been developed to mitigate and respond to all identified threats to vessels and shore- based locations.
Mitigating measures may include: • Access control. • Physical security measures. • Drills and training. • Security patro ls. • Searches.
Contingency plans are in place to respond to any potential breaches of security.
IMO: ISPS Code Drills and exercises 13.5 The objective of drills and exercises is to ensure that shipboard personnel are proficient in all assigned security levels and the identification of any security related deficiencies which need to be addressed. 13.6 To ensure the effective implementation of the provisions of the ship security plan, drills should be conducted at least once every three months.
In addition, in cases where more than 25% of the ship’s personnel has been changed at any one time with personnel that have not previously participated in any drill on that ship within the last three months, a drill should be conducted within one week of the change.
These drills should test individual elements of the plan such as the security threats listed in paragraph 8.9 8.9 ……… 1.
Damage to, or destruction of, the ship or of a port facility, e.g., by explosive devises, arson, sabotage or vandalism. 2.
Hijacking or seiz ure of the ship or of persons on board. 3.
Tampering with cargo, essential ship equipment or systems or ship’s stores. 4.
Unauthorised access or use, including presence of stowaways. 5.
Smuggling weapons or equipment, including weapons of mass destruction. 6.
Use of t he ship to carry those intending to cause a security incident and/or their equipment. 7.
Use of the ship itself as a weapon or as a means to cause damage or destruction. 8.
Attacks from seaward whilst at a berth or anchor, and Inspection G uidance The vessel operator should have developed a procedure that: • Required the vessel to conduct drills or exercises at defined intervals to test the effectiveness of security related contingency plans identified within the Ship Security Plan. • Required the vessel to record the details of security drills or exercises in a defined format. • Defined the action to take if a drill or exercise cannot be completed within the required timeframe.
Suggested Inspector Actions • Sight the schedule of security drills or exercises required to be conducted in accordance with the Ship Security Plan (SSP) and identified within the drill schedule. • Do not request to sight either the SSP or the security contingency plans. • Review the records of completed security drills or exercises and verify that: o The latest drill or exercise had been completed within the timeframe defined by the drill schedule. o All drill or exercise scenarios required to be undertaken by the SSP had been completed within the time frame defined by the company. o The details of the drill or exercise had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.
Expected Evidence • The schedule of security drills or exercises required to be carried out by the Ship Security Plan. • The records for completed security drills or exercises. • The vessel’s Bridge Log Book for the previous twelve months. • Where a drill or exercise had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a Negative Observation • There was no schedule of security drills or exercises required to be undertaken by the Ship Security Plan (SSP). • The Master or Ship Security Officer was unfamiliar with security drills or exercises required to be undertaken to test the effectiveness of the SSP and its contingency plans . • The drill records were not maintained in the format def ined by the company procedure. • Drill or exercise dates were inconsistent with the vessel activities as recorded within the Bridge Log Book. • The latest security drill or exercise was overdue for completion. • Security drill or exercise scenarios required to be undertaken according to the company drill schedule had not been completed within the defined time frame. • Where the ship had entered a High Risk Area in the last twelve months, suitable security drills had not been conducted with the SPM (Ship Protection Measures) in place, prior to entering the High Risk Area. • Where a drill had been deferred due to poor weather or sea conditions and the vessel had notified the company, record as a comment within the Process response tool.
The ships security plan is confidential and approved by flag state.
Where the master advises that the ship security plan and any other plans relating to security are confidential, the inspector should only confirm their existence by inspection of the front cover. confidential in conjunction with the explanations of the accompanying officer.
Where a comment is required to support an observation, it must not provide any detail relating to the content of plans or risk assessments that are reported as confidential.
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['Sight the schedule of security drills or exercises required to be conducted in accordance with the Ship Security Plan (SSP) and identified within the drill schedule.', 'Do not request to sight either the SSP or the security contingency plans.', 'Review the records of completed security drills or exercises and verify that: o The latest drill or exercise had been completed within the timeframe defined by the drill schedule. o All drill or exercise scenarios required to be undertaken by the SSP had been completed within the time frame defined by the company. o The details of the drill or exercise had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.
Expected Evidence', 'The schedule of security drills or exercises required to be carried out by the Ship Security Plan.', 'The records for completed security drills or exercises.', 'The vessel’s Bridge Log Book for the previous twelve months.', 'Where a drill or exercise had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a']
Industry Guidance OCIMF: Survival Craft.
A Seafarer’s Guide.
Familiarisation and Training A significant factor in survival craft incidents occurring in the industry has often been identified as a lack of onboard 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 minimizing risk factors associated with human error.
IMO: MSC.1/Circ.1206/Rev.1 Measures to prevent accidents with lifeboats.
ANNEX 2 Guidelines on Safety During Abandon Ship Drills Using Lifeboats. 1.3 Drills must be safe 1.3.1 Abandon ship drills should be planned, organized and performed so that the recognized risks are minimized and in accordance with relevant shipboard requirements of occupational safety and health. 1.3.2 Drills provide an opportunity to verify that the life- saving system is working and that all associated equipment is in place and in good working order, ready for use. 1.3.3 Before conducting drills, it should be checked that the lifeboat and its safety equipment have been maintained in accordance with the manufacturer’s instructions, as well as noting all the precautionary measures necessary.
Abnormal conditions of wear and tear or corrosion should be reported to the responsible officer immediately. 1.4 Emphasis on learning Drills should be conducted with an emphasis on learning and be viewed as a learning experience, not just as a task to meet a regulatory requirement to conduct drills.
Whether they are emergency drills required by SOLAS or additional special drills conducted to enhance the competence of the crew members, they should be carried out at with the equipment.
If necessary, pauses should be made during the drills to explain especially difficult elements.
The experience of the crew is an important factor in determining how fast a drill or certain drill elements should be carried out. 1.5 Planning and organizing drills 1.5.1The 1974 SOLAS Convention requires that drills shall, as far as practicable, be conducted as if there was an actual emergency.
This means that the entire drill should, as far as possible, be carried out.
The point is that, at the same time, it should be ensured that the drill can be carried out in such a way that it is safe in every respect.
Consequently, elements of the drill that may involve unnecessary risks need special attention or may be excluded from the drill. 1.5.2 In preparing for a drill, those responsible should review the manufacturer’s instruction manual to assure that a planned drill is conducted properly.
Those responsible for the drill should assure that the crew is familiar with the guidance provided in the life-saving system instruction manual. 1.5.3 Lessons learned in the course of a drill should be documented and made a part of follow -up shipboard training discussions and planning the next drill session. 1.5.4 The lowering of a boat with its full complement of persons is an example of an element of a drill that may, depending on the circumstances, involve an unnecessary risk.
Such drills should only be carried out if special precautions are observed. 2 Abandon Ship Drills 2.2 Guidance to the shipowner 2.2.2 Procedures for holding safe drills should be included in the Safety Management System (SMS) of the shipping companies.
Detailed procedures for elements of drills that involve a special risk should be evident from workplace assessments adjusted to the relevant life- saving appliance.
TMSA KPI 9.2.1 requires that risk assessments for routine tasks are used to develop safe working procedures.
The risk assessment identifies all hazards associated with a task and any personnel at risk.
All risk mitigation measures to address identified hazards are incorporated into the safe working procedures.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions IMO: SOLAS Chapter III Regulation 19 Emergency training and drills 3.2 Every crew member shall participate in at least one abandon ship drill and one fire drill every month.
The drills of the crew shall take place within 24 h of the ship leaving a port if more than 25% of the crew have not participated in abandon ship and fire drills on board that particular ship in the previous month. 3.4 Abandon ship drill 1. summoning of passengers and crew to muster stations with the alarm required by regulation 6.4.2 followed by drill announcement on the public address or other communication system and ensuring that they are made aware of the order to abandon ship. 2. reporting to stations and preparing for the duties described in the muster list. 3. checking that passengers and crew are suitably dressed. 4. checking that lifejackets are correctly donned. 5. lowering of at least one lifeboat after any necessary preparation for launching. 6. starting and operating the lifeboat engine. 7. operation of davits used for launching liferafts. 8. a mock search and rescue of passengers trapped in their staterooms. 9. instruction in the use of radio life-saving appliances. 3.4.2 Different lifeboats shall, as far as practicable, be lowered in compliance with the requirements of paragraph 3.4.1.5 at successive drills. 3.4.3 Except as provided in paragraphs 3.4.4 and 3.4.5, each lifeboat shall be launched, and manoeuvred in the water by its assigned operating crew, at least once every three months during an abandon ship drill. 3.4.4 In the case of a lifeboat arranged for free-fall launching, at least once every three months during an abandon ship drill the crew shall board the lifeboat, properly secure themselves in their seats and commence launch procedure s up to but not including the actual release of the lifeboat (i.e., the release hook shall not be released).
The lifeboat shall then either be free-fall launched with only the required operating crew on board or lowered into the water by means of the secondary means of launching with or without the operating crew on board.
In both cases the lifeboat shall thereafter be manoeuvred in the water by the operating crew.
At intervals of not more than six months, the lifeboat shall either be launched by free-fall with only the operating crew on board, or simulated launching shall be carried out in accordance with the guidelines developed by the Organization*. * Refer to Measures to prevent accidents with lifeboats (MSC.1/Circ.1206/Rev.1). 3.4.9 Emergency lighting for mustering and abandonment shall be tested at each abandon ship drill.
The vessel operator should have developed detailed procedures to identify the actions that vessel staff must take to conduct a lifeboat abandon ship drill in a safe manner without endangering those involved in the operation.
The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the emergency procedure for abandoning ship.', 'Sight, and where necessary review, the ship specific procedure for launching a lifeboat as part of a drill.', 'Review the records of completed abandon ship drills and verify that: o The latest drill had been completed within the timeframe defined by the drill s chedule. o The lifeboat(s) has been exercised and launched (simulated or actual) in accordance with SOLAS regulation for the type of lifeboat fitted. o The details of the drill had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.', 'Interview one rating and verify they were familiar with the ship specific procedure for the launching of the lifeboat dur ing an abandon ship drill.
Expected Evidence', 'The shipboard emergency procedure for abandoning ship.', 'The ship specific procedure for launching a lifeboat as part of an abandon ship drill.', 'The records for completed abandon ship drills.', 'The vessel’s Bridge Log Book for the previous twelve months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the postponement.
Potential Grounds for a']
Industry Guidance SIGTTO: Liquified Gas Handling Principles on Ships and Terminals.
Fourth Edition 9.5.2 Ship Emergency Procedures.
Incident Plans In developing plans for dealing with incidents, the following scenarios will commonly be considered: • Cargo containment leakage • Cargo connection rupture, pipeline fracture or cargo spillage. • Lifting of a cargo system relief valve. • Fire following leakage of cargo.
TMSA KPI 11.1.1 requires that detailed vessel emergency response plans include initial notification procedures and cover all credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions. 18.3.1 information shall be on board and available to all concerned in the form of cargo information data sheet(s) giving the necessary data for the safe carriage of cargo.
Such information shall include, for each product carried: 1.
A full description of the physical and chemical properties necessary for the safe carriage and containment of the cargo. 2.
Reactivity with other cargoes that are capable of being carried on board in accordance with the International certificate of Fitness for the carriage of Liquefied Gases in Bulk. 3.
The actions to be taken in the event of cargo spills or leaks. 4.
Countermeasures against accidental personal contact. 5.
Firefighting procedures and firefighting media. 6.
Special equipment needed for the safe handling of the particular cargo, and 7.
Emergency procedures. 18.3.3 Contingency plans in accordance with 18.3.1.3, for spillage of cargo carried at ambient temperature, shall take account of potential local temperature cooling such as when the escaped cargo has reduced to atmospheric pressure and the potential effect of this cooling on hull steel.
The vessel operator should have developed shipboard emergency response plans applicable to the types of vessel under management which may inc lude, but will not necessarily be limited to: • Cargo containment leakage. • Cargo connection rupture, pipeline fracture or cargo spillage. • Lifting of a cargo system relief valve. • Fire following leakage of cargo.
The plans will identify the steps that vessel staff must take immediately to bring the situation under control, and then, in the short and medium -term, to address the dangers to personnel, the environment and property.
Where specialist equipment, such as barrier punching devices, are required to be used in the mitigation or recovery from a loss of containment, the emergency response plans should include the precautions for their use.
The vessel operator should have developed a procedure to: • Require the vessel to conduct each type of emergency response drill applicable to the vessel at a defined frequency. • Record the details of emergency response drills in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the shipboard emergency plans for cargo vapour or liquid release, Including potential fire.', 'Review the records of completed cargo vapour or liquid release drills and verify that: o The required drills had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.
Expected Evidence', 'The records for completed cargo vapour or liquid release drills.', 'The vessel’s Bridge Log Book for the previous 12 months.
Potential Grounds for a']
Industry Guidance ICS: Bridge Procedures Guide.
Fifth Edition.
Checklist C4 Collision OCIMF/ICS: Peril at Sea and Salvage – A Guide for Masters.
Sixth Edition.
Chapter 3 Implementing the emergency response plan 3.1 General Do what is necessary to manage the situation.
Activate the most appropriate contingency plans in the SMS.
Tailor decision making to the severity of the emergency by prioritising tasks and using resources where they are most effective.
Use the ship’s own resources where they will be most effective.
Be realistic about what can be achieved before help arrives.
IMO Resolution A.1072(28) Revised guidelines for a structure of an integrated system of contingency planning for shipboard em ergencies. 3.2.4.12 In summary, the module should guide those responsible for developing the system on what should be included in emergency plans, namely: 1.
Coordination of response effort. 2.
Response procedures for the entire spectrum of possible accident sc enarios, including methods that protect life, the marine environment and property. 3.
The person or persons identified by title or name as being in charge of all response activities. 4.
The communication lines used for ready contact with external response expert s. 5.
Information concerning the availability and location of response equipment. 6.
Reporting and communication procedures on board ship. cover al l credible emergency scenarios.
Vessel emergency response plans are reviewed at least annually, to reflect changes in legislation, contact details, vessel equipment and changes in company procedures.
They are additionally reviewed following any incident or drill where the emergency response plans have been used.
IMO: ISM Code 8.1 The company should identify potential emergency shipboard situations and establish procedures to respond to them. 8.2 The company should establish programmes for drills and exercises to prepare for emergency actions.
The vessel operator should have developed a shipboard emergency response plan for a vessel in a collision situation to identify the steps that vessel staff must take immediately to bring the situation under control and, then in the short and medium -term, to address the dangers to personnel, the environment and property.
The vessel operator should have developed a procedure to: • Require the vessel to conduct an emergency response drill to test the crew familiarity with each credible emergency scenario applicable to the vessel type at a defined frequency. • Require that the details of emergency response drills are recorded in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the shipboard emergency response plan for a collision situation.', 'Review the records of completed collision emergency response drills and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activit ies as recorded within the Bridge Log Book.
Expected Evidence', 'The shipboard emergency response plan for a collision situation.', 'The records for completed collision emergency response drills.', 'The vessel’s Bridge Log Book for the previous twelve months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a']
The vessel operator should have developed a procedure to: • Require the vessel to conduct an emergency response drill to test the crew familiarity with each credible emergency scenario applicable to the vessel type at a defined frequency. • Require that the details of emergency response drills are recorded in a defined format. • Define the action to take if a drill cannot be completed within the required timeframe.
['Sight, and where necessary review, the shipboard emergency response plan for a grounding situation.', 'Review the records of completed grounding emergency response drills and verify that: o The latest drill had been completed within the timeframe defined by the drill schedule. o The details of the drill had been recorded in the defined format required by the company procedure. o The date and time of the latest drill was consistent with the vessel’s activities as recorded within the Bridge Log Book.
Expected Evidence', 'The shipboard emergency response plan for a grounding situation.', 'The records for completed grounding emergency response drills.', 'The vessel’s Bridge Log Book for the previous twelve months.', 'Where a drill had been deferred due to poor weather or sea conditions, communications with the company relating to the deferment.
Potential Grounds for a']
Industry Guidance ICS: Bridge Procedures Guide.
Fifth Edition. 5.3.2 Embarking the Pilot The Master should ensure the availability of a properly maintained means of pilot embarkation and disembarkation that is positioned, rigged, checked and manned in accordance with IMO recommendations (see Checklist A4) and, where applicable, local requirements… The Pilot should: • Use appropriate personal protective equipment; and • Liaise with the Master so that the ship is positioned and manoeuvred to permit safe boarding.
The Pilot may be expected to check that boarding equipment appears properly rigged and manned.
Checklis t A4 Required Boarding Arrangements for Pilots IMO: Resolution A.1045(27) Recommendation on pilot transfer arrangements Basis for ICS Bridge Procedures Guide Checklist A4 IMO: Resolution A.1108(29) Amendments to the Recommendation on pilot transfer arrangements The existing paragraphs 5.1 and 5.2 are amended to read as follows: disembarking from the ship on each side which should be not less than 0.7 m or more than 0.8 m apart.
Each handhold should be rigidly secured to the ship's structure at or near its base and also at a higher point, should be not less than 32 mm in diameter and should extend not less than 1.2 m above the deck to whic h it is fitted; and .2 a bulwark ladder, two separate handhold stanchions should be fitted at the point of embarking on or disembarking from the ship on each side which should be not less than 0.7 m or more than 0.8 m apart.
The bulwark ladder should be securely attached to the ship to prevent overturning.
Each stanchion should be rigidly secured to the ship's structure at or near its base and also at a higher point, should be not less than 32 mm in diameter and should extend not less than 1.2 m above the top of the bulwarks.
Stanchions or handrails should not be attached to the bulwark ladder.
TMSA KPI 9.2.1 requires that risk assessments for routine tasks are used to develop safe working procedures.
The risk assessment identifies all hazards associated wit h a task and any personnel at risk.
All risk mitigation measures to address identified hazards are incorporated into the safe working procedures.
Reference sources from industry organisations, the Code of Safe Working Practices for Merchant Seafarers and International Maritime Organization (IMO) Guidelines are referred to when compiling a risk assessment.
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 the environment.
The various tasks should be defined and assigned to qualified personnel.
IMO: SOLAS Chapter V Regulation 23 2.2 The rigging of the pilot transfer arrangements and the embarkation of the pilot shall be supervised by a responsible officer having means of communication with the navigation bridge and who shall also arrange for the escort of the pilot by a safe route to and from the navigation bridge.
Personnel engaged in rigging and operating any mech anical equipment shall be instructed in the safe procedures to be adopted and equipment shall be tested prior to use. 2.3 A Pilot ladder shall be certified by the manufacturer as complying with this regulation or with an international standard acceptable t o the organization. 2.4 All pilot ladders used for pilot transfer shall be clearly identified with tags or other permanent marking so as to enable identification of each appliance for the purposes of survey, inspection and record keeping.
A record shall be kept on the ship as to the date the identified ladder is placed into service and any repairs effected. 3.2 In all ships, where the distance from sea level to the point of access to, or egress from, the ship exceeds 9m, and when it is intended to embark pilots by means of the accommodation ladder, or other equally safe and convenient means in conjunction with a pilot ladder, the ship shall carry such equipment on either side, unless the equipment is capable of being transferred for use on either side. 7.1 The following associated equipment shall be kept at hand ready for immediate use when persons are being transferred: 1. two manropes of not less than 28mm and not more than 32mm in diameter properly secured to the ship if required by the pilot… 2. a lifebuoy equipped with a self -igniting light 3. a heaving line 7.2 When required by paragraph 4 above, stanchions and bulwark ladders shall be provided.
Adequate lighting shall be provided to illuminate the transfer arrangements overside and the position on dec k where a person embarks or disembarks.
The vessel operator should have developed a procedure for the safe rigging of the pilot boarding arrangements, which included : • The inspection of the pilot boarding equipment before each use. • The required rigging process for pilot boarding arrangements. • The required level of supervision during the rigging and recovery of the pilot boarding arrangement. • The required level of supervision during pilot transfer.
The procedure may refer to, or incorporate, industry best practice and/or ship pilot boarding arrangement drawings.
['Sight, and where necessary review, the company procedure which described the requirements for the rigging and recovery of the pilot boarding arrange ments.', 'Where necessary review the certification and maintenance records for the pilot ladders.', 'Inspect at least one pilot ladder and verify that: o The ladder was clearly identified with tags or other permanent marking to allow connection to certification and maintenance records. o The side ropes were continuous with no shackles, splices or knots. o The steps were equally spaced. o The steps were horizontal and tightly secured. o Each spreader was integral to a step was not a separate item lashed between steps. o The side ropes were equally spaced. o The steps were not painted, varnished, dirty or slippery. o The steps were free of cracks or crush damage. o There were no loops or tripping lines to present a tripping hazard or that could foul the pilot launch. o The ladder was apparently constructed in accordance with the guidance provided in the Bridge Procedures Guide (BPG) checklist A4. o Where the ladder had been repaired with replacement steps, the number of replacement steps and the means of inserting them was in accordance with the manufacturer’s guidance.', 'Inspect the pilot ladder securing arrangements and verify that the weight of the ladder was taken by the side ropes and not by a step.', 'Inspect the access to deck and verify that deck securing points, handhold stanchions and a bulwark ladder were provided as appropriate to the pilot boarding arrangement provided.', 'Inspect the deck at the pilot boarding position and verify that the deck was provided with an anti', 'slip finish.', 'Inspect the gateway in the rails or bulwark, where provided, and verify that it opened inwards, was provided with holdback arrangements and that it did not impede the safe passage of the pilot when boarding or disembarking.', 'Verify that the pilot boarding position was within the parallel body length of the vessel for all normal operating draughts.', 'Inspect the lifebuoy and self', 'igniting light and verify that the heaving line was not connected to the lifebuoy. (as required by ICS BPG5 Checklist A4)', 'Request that the pilot boarding illumination is switched on and demonstrated as functioning.
Interview the accompanying officer to verify their familiarity with:', 'The required level of supervision for the rigging and recovery of the pilot boarding arrangements. combination ladder.', 'The safety precautions required when working over the side while rigging or recovering a pilot ladder or combination ladder.
Interview a deck rating to verify their understanding of the process to rig and recover the pilot boarding arrangement especially as it related to working over the side.
Expected Evidence', 'The company procedure for the safe rigging of the pilot boarding arrangements.', 'The manufacturer’s certificates for each pilot ladder.', 'The manufacturer’s repair instructions, where provided.', 'The maintenance records for each pilot ladder which included the date the ladder was put in service.
Potential Grounds for a']
Industry Guidance IMO: MSC.1/Circ.1331 Guidelines for Construction, Installation, Maintenance and Inspection/Survey of Means of Embarkation and Disembarkation. 3.3 Lifebuoy A lifebuoy equipped with a self -igniting light and a buoyant lifeline should be available for immediate use in the vicinity of the embarkation and disembarkation arrangement when in use. 3.5 Marking Each accommodation ladder or gangway should be clearly marked at each end with a plate showing the restrictions on the safe operation and loading, including the maximum and minimum permitted design angles of inclination, design load, maximum load on bottom end plate, etc. Where the maximum operational load is less than the design load, it should also be shown on the marking plate. 3.7 Positioning 3.7.1 …accommodation ladders should not be used at an angle greater than 55° from the horizontal, unless designed and constructed for use at angles greater than these and marked as such, as required by paragraph 3.5. 3.7.3 Adequate lighting for means of embarkation and disembarkation and the immediate approaches should be ensured from the ship and/or the shore in hours of darkness. 3.8 Rigging (safety net) A safety net should be mounted in way of the accommodation ladders and gangways where it is possible that a person may fall from the means of embarkation and disembarkation or between the ship and quayside. inspected at appropriate intervals as required by SOLAS regulation III/20.7.2, in accordance with manufacturers’ instructions.
Additional checks should be made each time the accommodation ladder and gangway is rigged, looking out for signs of distortion, cracks and corrosion.
Close examination for possible corrosion should be carried out, especially when an aluminium accommodation ladder/gangway has fittings made of mild steel. 4.2 Bent stanchions should be replaced or repaired, and guard ropes should be inspected for wear and renewed where necessary. 4.3 Moving parts should be free to turn and should be greased as appropriate. 4.4 The lifting equipment should be inspected, tested and maintained paying careful attention to the condition of the hoist wire.
The wires used to support the means of embarkation and disembarkation should be renewed, when necessary, as required by SOLAS regulation II -1/3-9. 4.5 Arrangements should also be made to examine the underside of gangways and accommodation ladders at regular intervals. 4.6 All inspections, maintenance work and repairs of accommodation ladders and gangways should be recorded in order to provide an accurate history for each appliance.
The information to be recorded appropriately on board should include the date of the most recent inspection, the name of the person or body who carried out that inspection, the due date for the next inspection and the dates of renewal of wires used to support the embarkation and disemb arkation arrangement. 5.1.1 Accommodation ladder 5.1.1.1 The following items should be thoroughly examined during annual surveys required by SOLAS regulations I/7 and I/8 and checked for satisfactory condition of the accommodation ladder: 1. steps; 2. platforms; 3. all support points such as pivots, rollers, etc.; 4. all suspension points such as lugs, brackets, etc.; 5. stanchions, rigid handrails, hand ropes and turntables; 6. davit structure, wire and sheaves, etc.; and 7. any other relevant provisions stated in these Guidelines. 5.1.1.2 At every five- yearly survey, upon completion of the examination required by paragraph 5.1.1.1, the accommodation ladder should be operationally tested with the specified maximum operational load of the ladder.
TMSA KPI 9.2.1 requires that risk assessments for routine tasks are used to develop safe working procedures.
The risk assessment identifies all hazards associated with a task and any personnel at risk.
All risk mitigation measures to address identified hazards are incorporated into the safe working procedures.
Reference sources from industry organisations, the Code of Safe Working Practices for Merchant Seafarers and International Maritime Organization (IMO) Guidelines are referred to when compiling a risk assessment.
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 Means of embarkation on and disembarkation from ships 1.
Ships constructed on or after 1 January 2010 shall be provided with means of embarkation on and disembarkation from ships for use in port and in port -related operations, such as gangways and accommodation ladders, in accordance with paragraph 2, unless the Administration deems compliance with a particular provision is unreasonable or impractical 2.
The means of embarkation and disembarkation required in paragraph 1 shall be constructed and installed based on the guidelines developed by the Organization. 3.
For all ships the means of embarkation and disembarkation shall be inspected and maintained in suitabl e condition for their intended purpose, taking into account any restrictions related to safe loading.
All wires used to support the means of embarkation and disembarkation shall be maintained as specified in regulation III/20.4.
Chapter III Regulation 20 4 Maintenance of falls Falls used in launching shall be inspected periodically with special regard for areas passing through sheaves, and renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is earlier .
The vessel operator should have developed a procedure for the safe rigging of the accommodation ladder, which included but was not limited to: • The inspection of the accommodation ladder before each use. • The rigging process for the accommodation ladder. • The required level of supervision during the rigging and recovery of the accommodation ladder. • The provision of a lifebuoy, light and line in the vicinity of the accommodation ladder when in use. • The circumstances in which a safety net is required to be rigged • Any restrictions imposed on the use of the accommodation ladder for personnel transfer while the vessel is underway. • The required level of supervision during personnel transfer.
The procedure may refer to, or incorporate, industry best practice and/or accommodation ladder arrangement drawings.
The line should be attached to the lifebuoy and light and marked with the symbol described by IMO Res.
A.1116(30) LSS008
['Sight, and where necessary review, the c ompany procedure which described the requirements for the rigging and recovery of the accommodation ladders.', 'Where necessary, review the manufacturer’s instructions and/or drawings for the accommodation ladders.', 'Where necessary review the maintenance and load test records for the accommodation ladders, including the date of the fall wires installation.', 'Inspect one accommodation ladder and its hoisting arrangement and verify that: o The accommodation ladder was clearly marked at each end with a plate or other markings showing the restrictions on the safe operation and loading, including the maximum and minimum permitted design angles of inclination, design load, maximum load on bottom end plate. o The fall wire(s) were in apparent good order. was deployed at the maximum freeboard (It is not expected that the inspector requests that this is demonstrated) o The visible parts of the accommodation ladder and its hoisting arrangement were in apparent good order and free from: \uf0a7 Cracks or fractures. \uf0a7 Excessive corrosion especially in areas where dissimilar metals are used. \uf0a7 Bucking or deformation of the individual steps or main structure. \uf0a7 Missing, broken or deformed stanchions or handrails. \uf0a7 Seized turntables, rollers or pivots. \uf0a7 Damage to lifting and support points. \uf0a7 Missing locking or securing pins for adjusting the lower platform angle.', 'Request that the accommodation ladder illumination is switched on and demonstrated as functioning.
Interview the accompanying officer to verify their familiarity with:', 'The required level of supervision for the rigging and recovery of the accommodation ladder.', 'The safety precautions required when working over the side or outside the ship’s rail while rigging or recovering an accommodation ladder, where this was required.', 'Any restriction, or additional precautions, for the use of the accommodation ladder while the vessel was underway.', 'The circumstances where a safety net was required to be rigged when using an accommodation ladder.
Interview a deck rating to verify their understanding of the process to rig and recover the accommodation ladder arrangement especially as it related to working over the side or outside the ship’s rails, where this w as required.
Where the information plate for a portable gangway was missing and the vessel had marked the required information on the accommodation ladder in some other manner, the vessel must be able to demonstrate that the information was an exact representation of the information shown on the original plate.
Expected Evidence', 'The company procedure for the safe rigging of the accommodation ladders.', 'The manufacturer’s instructions and/or design drawings for the accommodation ladders.', 'The maintenance records for each accommodation ladder.', 'The certificate and date of installation for each accommodation ladder fall wire.', 'The certificate for the five', 'yearly load test for each accommodation ladder.', 'Evidence of thorough examination of the portable gangway during annual surveys.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition.
Chapter 16.4 Tanker/terminal access 16.4.2 Provision of tanker/terminal access Resp onsibility for the provision of safe tanker/terminal access is jointly shared between tanker and terminal personnel.
Requirements for provision of safe access should be detailed in the pre- arrival communications.
The preferred means of access between a tanker and a terminal is a shore based gangway.
Irrespective of whether safe access in provided by the terminal or tanker, the gangway should be subject to part of the ship/shore safety checks that are carried out at regular intervals throughout the ship’s stay at the berth. 16.4.3 Access Equipment All means of access should meet the following criteria: • Clear walkway. • Continuous handrails on both sides. • Electrically insulated to eliminate continuity between tanker and terminal. • Adequate lighting. • For gangways without self -levelling treads or steps, the maximum safe operating angle should be marked. • Lifebuoys should be available with light and line on both tanker and terminal. • Marked with SWL or maximum number of persons. • Means of access should be placed as close as possible to the accommodations. • Means of access also provide a means of escape.
The location of any portable gangway should be carefully considered to ensure that it provides a safe access to any escape route from the jetty. access to the area maintained clear. 16.4.3.2 Portable gangways (tanker or terminal) A portable gangway consists of a straight, lightweight bridging structure with side stanchions and handrails.
The walking surface has a non-slip surface or transverse bars to provide foot grips for when it is at an incline.
It is rigged perpendicular to the tanker’s side and the working deck of the berth.
Portable gangways should not be landed on tanker’s handrails unless the handrails are designed for this purpose.
When gangways are mounted over the tanker’s handrails, access steps with handrails (bulwark ladders) should be provided to enable safe access to and from the deck.
Where pr actical, the gangway should be deployed at a gate in the tanker’s handrails.
Portable gangways provided should be of adequate minimum length to safely operate throughout all states of tide, changes in freeboard and motions of the tanker. 16.4.3.4 Safety nets Safety nets are not required if the gangway is fixed to the shore and provided with a permanent system of handrails.
For other types of gangways and those fitted with rope or chain handrails or removable posts, correctly rigged safety nets should be provided.
The safety net should be rigged to prevent any person from falling into the water or directly onto the jetty/ground.
It should extend from the ship’s side at the boarding point to the bottom landing platform and suitability should be checked by the responsible person. 23.10.1 Notices on the tanker On arriving at a terminal, a tanker should display notices at the gangway in appropriate languages stating: WARNING • No Naked Lights • No Smoking • No Unauthorised Persons • No Use of Mobile Phones without Master’ s Permission IMO: MSC.1/Circ.1331 Guidelines for Construction, Installation, Maintenance and Inspection/Survey of Means of Embarkation and Disembarkation. 3.5 Marking Each accommodation ladder or gangway should be clearly marked at each end with a plate showing the restrictions on the safe operation and loading, including the maximum and minimum permitted design angles of inclination, design load, maximum load on bottom end plate, etc. Where the maximum operational load is less than the design load, it should also be shown on the marking plate. 3.7 Positioning 3.7.1 Gangways should not be used at an angle of inclination greater than 30° from the horizontal… unless designed and constructed for use at angles greater than these and marked as such, as required by paragraph 3.5. positioned through an open section of bulwark or railings, any remaining gaps should be adequately fenced. 3.7.3 Adequate lighting for means of embarkation and disembarkation and the immediate approaches should be ensured from the ship and/or the shore in hours of darkness. 3.8 Rigging (safety net) A safety net should be mounted in way of the accommodation ladders and gangways where it is possible that a person may fall from the means of embarkation and disembarkation or between the ship and quayside. 4.1 Accommodation ladders and gangways, including associate winch and fittings, should be properly maintained and inspected at appropriate intervals as required by SOLAS regulation III/20.7.2, in accordance with manufacturers’ instructions.
Additional checks should be made each time the accommodation ladder and gangway is rigged, looking out for signs of distortion, cracks and corrosion.
Close examination for possible corrosion should be carried out, especially when an aluminium accommodation ladder/gangway has fittings made of mild steel. 4.2 Bent stanchions should be replaced or repaired and guard ropes should be inspected for wear and renewed where necessary. 4.3 Moving parts should be free to turn and should be greased as appropriate. 4.5 Arrangements should also be made to examine the underside of gangways and accommodation ladders at regular intervals. 4.6 All inspections, maintenance work and repairs of accommodation ladders and gangways should be recorded in order to provide an accurate history for each appliance.
The information to be recorded appropriately on board should include the date of the most recent inspection, the name of the person or body who carried out that inspection, the due date for the next inspection and the dates of renewal of wires used to support the embarkation and disembarkation arrangement. 5.1.2 Gangway 5.1.2.1 The following items should be thoroughly examined during annual surveys required by SOLAS regulations I/7 and I/8 and checked for satisfactory condition of the gangway: 1. treads; 2. side stringers, cross- members, decking, deck plates, etc.; 3. all support points such as wheel, roller, etc.; 4. stanchions, rigid handrails, hand ropes; and 5. any other relevant provisions stated in these Guidelines. 5.1.2.2 At every five- yearly survey, upon completion of the examination required by paragraph 5.1.2.1, the gangway should be operationally tested with the specified maximum operational load of the gangway.
TMSA KPI 9.2.1 requires that risk assessments for routine tasks are used to develop safe working procedures.
The risk assessment identifies all hazards associated with a task and any personnel at risk.
A ll risk mitigation measures to address identified hazards are incorporated into the safe working procedures.
Reference sources from industry organisations, the Code of Safe Working Practices for Merchant Seafarers and International Maritime Organization (IMO) Guidelines are referred to when compiling a risk assessment.
IMO: ISM Code shipboard operations concerning the safety of the personnel, ship and the environment.
The various tasks should be defined and assigned to qualified personnel.
IMO: SOLAS Chapter II -1 Regulation 3-9 Means of embarkation on and disembarkation from ships 1.
Ships constructed on or after 1 January 2010 shall be provided with means of embarkation on and disembarkation from ships for use in port and in port -related operations, such as gangways and accommodation ladders, in accordance with paragraph 2, unless the Administration deems compliance with a particular provision is unreasonable or impractical 2.
The means of embarkation and disembarkation required in paragraph 1 shall be constructed and installed based on the guidelines developed by the Organization. 3.
For all ships the means of embarkation and disembarkation shall be inspected and maintained in suitable condition for their intended purpose, taking into account any restrictions related to safe loading…
The vessel operator should have developed a procedure to ensure safe access to the vessel when alongside a terminal/berth, which included: • The inspection of the ship’s portable gangway or accommodation ladder before each use. • The rigging process for the ship’s portable gangway including the use of strengthened rails and bulwark ladders, where applicable. • The required level of supervision during the rigging and recovery of the ship’s portable gangway or accommodation ladder. • The use of a safety net when using a ship’s portable gangway or accommodation ladder. • The circumstances where a safety net must be used when using a terminal provided gangway. • The required level of supervision during personnel transfer. • The provision of a lifebuoy, light and line at the head of the gangway. • The provision of warning signs which include: o Guidance in alignment with ISGOTT6
Industry Guidance OCIMF: Transfer of Personnel by Crane between Vessels.
First Edition 1 Introduction …Crane transfers are typically completed using a Personnel Transfer Basket (PTB).
In this paper, the term PTB is used to describe the piece of equipment in which personnel are transferred and includes collapsible basket and rigid capsule types.
It is recommended that the transfer of personnel between vessels should be kept to an absolute minimum.
If a transfer is being considered, the means of transfer should be evaluated by risk assessment, bearing in mind the residual risks may still be unacceptable and the decision not to transfer should always be considered as an option. 3.2 Personnel Transfer Basket PTBs should be certified and meet Flag State and Classification Society requirements.
The PTB should be clearly marked with the SWL or capacity.
The following features are recommended for PTBs: • The SWL should be based on appropriate testing and application of safety factors, which should be documented. • Associated hooks/slings/shackles shall have equivalent testing/certification and markings. • The empty weight of the PTB should be clearly stated. • All PTBs should float, and rigid capsule types should be self -righting. • A crane hook pennant that is long enough to keep the crane block well clear of the personnel being transferred should be used, but not too long to prevent the PTB from being lifted safely over the rail.
It is recommended that two tag lines are secured to each PTB.
Tag lines should be appropriate for the specific operation, should never be wrapped around or secured to a strong point, and should: • Be secured at opposing ends of the base ring of the PTB or at the lowest point reasonably accessible.
This ensures best control of the PTB, particularly when the crane is slewed. • Be long enough to reach the water at the lightship draught of the active vessel with sufficient handling allowance. • Have ends that are seized.
Knots or back -splices should not be used as they may get snagged, causing the PTB to tip.
A policy should be in place requiring the inspection, maintenance and replacement of PTBs at specified intervals which should, as a minimum, conform to any published guidanc e by the manufacturer (see section 4).
The personnel transfer procedure should follow the policy and should include the method of maintenance and storage, together with instruction to inspect the PTB shortly before the transfer begins to confirm it is safe to use (see section 7). 4 Maintenance, inspection and testing of equipment A rigorous maintenance and inspection programme should be in place for personnel transfer equipment in accordance with the Classification Society requirements, the manufacturer ’s recommendation and the vessel’s SMS. 4.1 Documentation Documentation showing that equipment has been properly tested, inspected and maintained should be available.
This documentation could include: • Valid certificates for the cranes, PTBs and accessories. • A record of any outstanding or pending operational or maintenance issues. • A record of any issues that have been resolved. • Past maintenance and service records. • Recommendations from manufacturers of required maintenance intervals and equipment to be checked. 4.2 Inspection A structured inspection programme should be in place in accordance with, as a minimum, the manufacturer’s recommendations.
All inspections should be completed before the transfer, in accordance with the guidance in section 3. 4.3 Testing The scope and frequency of tests should be in accordance with, as a minimum, the manufacturer’s recommendations and, where applicable, with the certifying authority.
All tests should be carried out before the transfer, in accordance with the guidance in section 7.
TMSA KPI 9.2.1 requires that risk assessments for routine tasks are used to develop safe working procedures.
The risk assessment identifies all hazards associated with a task and any personnel at risk.
All risk mitigation measures to address identified hazards are incorporated into the safe working procedures.
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 the environment.
The various tasks should be defined and assigned to qualified personnel.
Page 593 of 711 – SIRE 2.0 Question Library : Part 1 Version 1.0 (January 2022)
Where transfer of personnel by crane is permitted and/or a personnel transfer basket (PTB) is provided, the vessel operator should have developed a procedure in alignment with the OCIMF information paper ‘Transfer of Personnel by Crane between Vessels’.
First Edition This question will be included in the inspection question pool when the following HVPQ question is answered in the affirmative: • 13.1.6 Does the Operator's SMS provide instructions regarding the transfer of personnel using derricks or cranes? and/or the vessel operator had declared the vessel carries a PTB through the pre-inspection questionnaire (PIQ).
Suggested Inspect o r Actions • Sight, and where necessary review, the company procedure describing the requirements for personnel transfer by crane. • Sight the manufacturer’s test certificates for the PTB and any accessories. • Where the vessel declared that the crane(s) were certified for personnel transfer through HVPQ 13.1.7, sight the appropriate crane certification. • Sight the training records for the personnel designated for personnel transfer by crane operations. • Where necessary review the onboard maintenance and inspection records for the crane, PTB and accessories. • Where personnel transfer by crane had taken place within the previous three months, review the risk assessment and personnel transfer by crane plan for one transfer or group of transfers. • Inspect the PTB and accessories and verify that: o Each item of equipment was in apparent good order. o Each item of equipment was marked with its SWL or capacity. o The PTB was marked with its empty weight. o A crane hook pennant was available to keep the main crane hook clear of the PTB. o Two tag lines were available which met the specifications provided in the OCIMF information paper. • Interview the accompanying officer to verify their familiarity with: o The company procedure which described the transfer of personnel by crane. o The risk assessment and personnel transfer by crane plan development process. o The contingency plan for crane failure during a personnel transfer by crane. o The use of the PTB and accessories provided.
Where no PTB or accessories were provided on board, focus on the procedural and familiarity aspects of the question and guidance.
Expected Evidence • The company procedure describing personnel transfer by crane. • The manufacturer’s test certificates for the PTB and accessories. • The crane certification for personnel transfer use, where HVPQ question 13.1.7 had been declared as affirmative. • The training records for the personnel designated for personnel transfer by crane operations. • The onboard maintenance and inspection records for the crane, PTB and accessories. • Where personnel transfer by crane had taken place within the previous three months, the risk assessment and personnel transfer by crane plan for one transfer or group of transfers.
Potential Grounds for a
Industry Guidance OCIMF: Guidelines for Offshore Tanker Operations 7.4 - Helicopter transfer 7.4.1 Conventional tankers Conventional tankers do not usually have specialised offshore helicopter facilities.
Any helicopter transfer operations should follow the guidance and practices in the International Chamber of Shipping (ICS) publication Guide to Helicopter/Ship Operations.
The helicopter operating company will need to be consulted before deciding on this method of transfer, because the type of helicopter available and the experience of their pilots will determine whether the proposed transfer operation is possible.
The helicopter operating company will need to know whether the helicopter is required to land on the offtake tanker, or hover and transfer personnel by winch or sling.
Confirming the tanker’s structural layout and capabilities are an equally important part of the decision-making process.
For safe transfer of personnel, it is normally better to have the helicopter landed on the deck of the offtake tanker.
For such an operation to be undertaken safely, there must be an appropriately marked landing and winching area on the deck, with no high deck structures and deck edge handrails capable of being folded down to deck level.
Very High Frequency (VHF) radio communications will normally be used between the tanker and the helicopter, and all personnel should be familiar with the procedures and expectations in the Guide to Helicopter/Ship Operations.
ICS: Guide to Helicopter/Ship Operations 5th Edition 2.2.2 Helicopter operations risk assessment A ship planning to undertake helicopter operations should produce a risk assessment that identifies the hazards and evaluates the risk in terms of probability and severity of consequences.
The helicopter operations risk assessment should be reviewed on a regular basis in line with company requirements.
This guidance cannot provide an exhaustive list for individual risk assessments and mitigations, but examples include: (headings only here) • Weather conditions. • Crash on deck/ditching. • Noise. • Downdraught/loose articles/flying objects. • Rotating blades. • Communication. • Static electricity. 2.2.4 Master The ship’s Master is also responsible for: • Appointing the RO (Responsible Officer), deck crew and administrator from among the officers and crew members.
These functions, which in this instance are specifically related to helicopter operations, ar e additional to their other shipboard functions. • Ensuring that ship’s crew members involved in helicopter/ship operations are trained and understand the standards and procedures necessary to maintain the safety of the ship, its crew and the helicopter air crew. • Making sure that the RO and the deck crew are fully familiar with equipment for winching and landing operations and are trained and regularly drilled in the tasks required of them in both routine operations and emergencies; and • Confirming the radio frequency being monitored to give landing clearance, when appropriate, and for warning the helicopter pilot if an unsafe situation develops. 4.7 Firefighting appliances and rescue equipment Summary of required firefighting and rescue equipment Emergency tools/equipment As a minimum, the following equipment, ready for immediate use and stored to protect it from the elements: • Red emergency signalling lamp (intrinsically safe if located on the deck area of tankers) • Large axe • Crowbar • Adjustable wrench • Fire resistant blanket • 60cm bolt/wire cutters • Grab or salving hook (insulated handle) • Heavy duty hacksaw, complete with six spare blades • Ladder • Lifeline, 5mm diameter x 15m in length • Side cutting pliers • Set of assorted screwdrivers • Harness knife complete with s heath • First aid kit 6.1.3 Pre-arrival checks on the ship The RO should check all operational requirements on deck shortly before the arrival of the helicopter (see also section 4.5).
Some ships may require special checks (See Chapter 8).
A checklist which may be used is set out in Appendix C.
Appendix C Shipboard safety checklist for helicopter operations The ship should expect the shipyard to have supplied a diagram of the helicopter landing/operating area plan, at the time the ship was built.
The scale of the diagram should be clearly highlighted.
If no helicopter landing/operating area plan has been provided by the shipyard, one should be made.
TMSA KPI 1A.1.1 requires that management ensures that company policy and the supporting procedures and instructions cover all the activities undertaken.
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.
The vessel operator should have developed procedures providing guidance on helicopter/ship operations including: • Helicopter operations risk assessment. • Training and emergency drill requirements. • Preparation of a Helicopter Landing/Operating Area Plan. • Use of the ICS Shipboard Safety Checklist for Helicopter Operations (or equivalent). • Responsible Officer and deck crew assignment. • Emergency tools and equipment requirements. • Restrictions on cargo / crane operations during helicopter/ship operations.
This question will only be allocated to vessels where HVPQ 5.2.1.1 is answered as yes.
['Sight, and where necessary review, the company procedures providing guidance on helicopter/ship operations.', 'Review the helicopter operations risk assessment and evidence of last review.', 'Sight the ICS Guide to Helicopter/Ship Operations.', 'Review completed ICS Shipboard Safety Checklists for Helicopter Operations (or equivalent).', 'Review records of training and emergency drills for helicopter/ship operations.', 'During the course of the inspection, inspect the emergency tools and equipment required by the ICS Guide to Helicopter/Ship Operations.
Expected Evidence', 'Company procedures providing guidance on helicopter/ship operations.', 'Helicopter operations risk assessment and evidence of last review.', 'ICS Guide to Helicopter/Ship Operations.', 'Records of training and emergency drills in helicopter/ship operations.', 'Completed ICS Shipboard Safety Checklists for Helicopter Operations (or equivalent).', 'Inventory of helicopter tools and equipment required for routine and emergency operations.
Potential Grounds for a']
Industry Guidance OCIMF: Guidelines for Offshore Tanker Operations 7.4 - Helicopter transfer 7.4.2 DP bow loading tankers with helidecks DP bow loading tankers are normally fitted with offshore standard helicopter decks.
These decks are normally constructed and equipped to comply with the Civil Aviation Authority (CAA) publication CAP437: Standards for Offshore Helicopter Landing Areas.
Although this is a UK publication it is used in many parts of the world as the definitive guide for offshore standard helicopter decks and operational expectations.
Where some countries have similar rules, CAP437 equivalence is normally agreed, even where slight differences exist (e.g. the orientation of the ‘H’ marking can be 90 degrees different from CAP437).
The latest version of CAP437 incorporates the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPS), covering relevant issues such as lighting, markings, etc. On D P bow loading tankers, the crews are normally trained in helicopter operations and emergency procedures to the same standard as on most offshore terminals, and the equipment and facilities are also equivalent.
Personnel transferring from the offtake tanker will have a pre-departure briefing on helicopter safety before being allowed to board the helicopter.
In most locations, there is also a requirement that transit suits are worn.
Some operational safety factors are specific to the offtake tankers (and not included in CAP437) but should be part of the tanker technical operator’s SMS and the field operations manual.
Tanker -specific operational safety factors include: • Cargo operations should be suspended during helicopter flights to the offtake tanker. • Cargo tank inert gas pressure should be minimised, and all vents closed.
Pressure should be continually monitored when the helicopter is close to or on the tanker and helicopter operations should be aborted if the inert gas pressure rises towards release valve settings. • Communications are normally conducted on air band frequencies, and in the case of isolated terminals, the offtake tanker may have to take on the flight -watch duties until the helicopter is able to communicate with another radio station.
This should be factored into the watchkeeping arrangements. terminal.
This may force the cancellation of helicopter movements until the area is confirmed gas free.
Addit ionally, if the helideck is sheltered behind a high structure, some helicopters may have difficulty lifting off the offtake tanker helideck because of insufficient air movement.
The tanker may be required to disconnect from the terminal and move clear.
Civil Aviation Authority: CAP437 Standards for Offshore Helicopter Landing Areas (2018) Vessels supporting offshore mineral workings and specific standards for landing areas on merchant vessels 9.1 Helidecks on vessels used in support of the offshore oil and gas industry should be designed to comply with the requirements of the preceding chapters of this publication. 9.2 The International Chamber of Shipping (ICS) has published a ‘Guide to Helicopter/Ship Operations’, updated in 2008, which comprehensively describes physical criteria and procedures on ships having shipboard heliport landing or winching area arrangements.
Other than to address the basic design criteria and marking and lighting schemes related to shipboard heliport landing area arrangements, it is not intended to reproduce detail from the ICS document here in CAP 437.
However, it is recommended that the 2008 4th edition of the ICS ‘Guide to Helicopter/Ship Operations’ should be referenced in addition to this chapter and, where necessary, in conjunction with Chapter 10 which includes information relating to shipboard heliport winching area arrangements.
ICS: Guide to Helicopter/Ship Operations 5th Edition 2.2.2 Helicopter operations risk assessment A ship planning to undertake helicopter operations should produce a risk assessment that identifies the hazards and evaluates the risk in terms of probability and severity of consequences.
The helicopter operations risk assessment should be reviewed on a regular basis in line with company requirements.
This guidance cannot provide an exhaustive list for individual risk assessments and mitigations, but examples include: (headings only here) • Weather conditions. • Ship movement (pitch, heave and roll). • Crash on deck/ditching. • Noise. • Downdraught/loose articles/flying objects. • Rotating blades. • Communication. • Static electricity. 2.2.4 Master The ship’s Master is also responsible for: • Appointing the RO (Responsible Officer), deck crew and administrator from among the officers and crew mem bers.
These functions, which in this instance are specifically related to helicopter operations, are additional to their other shipboard functions. • Ensuring that ship’s crew members involved in helicopter/ship operations are trained and understand the standards and procedures necessary to maintain the safety of the ship, its crew and the helicopter air crew. • Making sure that the RO and the deck crew are fully familiar with equipment for winching and landing operations and are trained and regularly drilled in the tasks required of them in both routine operations and emergencies; and • Confirming the radio frequency being monitored to give landing clearance, when appropriate, and for warning the helicopter pilot if an unsafe situation develops.
Summary of required firefighting and rescue equipment Emergency tools/equipment As a minimum, the following equipment, ready for immediate use and stored to protect it from the elements: • Red emergency signalling lamp (intrinsically safe if located on the deck area of tankers) • Large axe • Crowbar • Adjustable wrench • Fire resistant blanket • 60cm bolt/wire cutters • Grab or salving hook (insulated handle) • Heavy duty hacksaw, complete with six spare blades • Ladder • Lifeline, 5mm diameter x 15m in length • Side cutting pliers • Set of assorted screwdrivers • Harness knife complete with sheath • First aid kit 6.1.3 Pre-arrival checks on the ship The RO should check all operational requirements on deck shortly before the arrival of the helicopter (see also section 4.5).
Some ships may require special checks (See Chapter 8).
A checklist which may be used is set out in Appendix C.
Appendix C Shipboard safety checklist for helicopter operations TMSA KPI 1A.1.1 requires that management ensures that company policy and the supporting procedures and instructions cover all the activities undertaken.
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 -2 Regulation 3 Definitions 27 “Helicopter facility” is a helideck including any refuelling and hangar facilities Chapter II -2 Regulation 18 Helicopter facilities chapter for ships fitted with special facilities for helicopters.
For this purpose, the following functional requirements shall be met: 4 operation manuals and training shall be provided.
The vessel operator should have developed procedures in the form of an operations manual providing guidance on routine and emergency helicopter/ship operations including: • Helicopter operations risk assessment. • Identification of job roles and responsibilities for all personnel involved. • Training requirements of all personnel involved. • Emergency drill requirements. • Use of the ICS Shipboard Safety Checklist for Helicopter Operations (or equivalent). • Emergency tools and equipment requirements. • Restrictions on cargo operations during helicopter/ship operations. • Reasons for, and extent of, any operational limitations.
The training of personnel involved in helicopter/ship operations should include appropriate formal accredited courses such as Offshore Helicopter Landing Officer (HLO) and Offshore Helideck Assistant (HDA) followed by ship- specific familiarisation of the helicopter facilities and operations.
The vessel may have been issued with a Helicopter Landing Area Certificate (HLAC) issued by one of the Aviation Inspection Bodies (AIBs) recognised by the flag Administrat ion.
An HLAC can be taken as evidence of suitable training of personnel involved in helicopter/ship operations.
['Sight and where necessary, review the company procedures providing guidance on helicopter/ship operations.', 'Review t he helicopter operations risk assessment and evidence of last review.', 'Sight the Helicopter Landing Area Certificate (HLAC) if available.', 'If no HLAC is available, review records of appropriate formal accredited training courses such as Offshore Helicopter Landing Officer (HLO) and Offshore Helideck Assistant (HDA) followed by ship', 'specific familiarisation of the helicopter facilities and operations.', 'Review records of emergency drills in helicopter/ship operations.', 'Sight the ICS Guide to Helicopter/Ship Operations.', 'Review completed ICS Shipboard Safety Checklists for Helicopter Operations (or equivalent).', 'During the course of the inspection, inspect the required emergency tools and equipment as set out in the ICS Guide to Helicopter/Ship Operations.
Expected Evidence', 'Company procedures providing guidance on helicopter/ship operations.', 'Helicopter operations risk assessment and evidence of last review.', 'Helicopter Landing Area Certificate (HLAC) if available.', 'If no HLAC is available, records of appropriate formal accredited training courses such as Offshore Helicopter Landing Officer (HLO) and Offshore Helideck Assistant (HDA) followed by ship', 'specific familiarisation of the helicopter facilities and operations.', 'Records of emergency drills in helicopter/ship operations.', 'Completed ICS Shipboard Safety Checklists for Helicopter Operations (or equivalent).
Potential Grounds for a']
The quantity of samples kept on board should be carefully managed and reduced to a minimum number required.
When they are no longer required, they should be disposed of in an appropriate cargo or slop tank on board or landed ashore. 13.3.1 Sample disposal After the cargo has been discharged, unless the comp any or charterer says otherwise, it is suggested that cargo samples are kept for no longer than three months.
MARPOL requires that bunker samples are kept on board for at least 12 months from the time of delivery. 13.3.2 Sample storage All cargo and bunker samples should be stored securely in lockers that cannot be accessed from the accommodation.
Consider storing samples in an area protected by a fire detection and fixed firefighting system, such as a paint locker or midship storeroom.
If no fixed firefighting system is fitted, portable firefighting equipment should be provided nearby.
Keep samples away from high temperatures and do not expose them to direct sunlight.
Before entering any storage space, make sure it is properly ventilated.
In some cases, oil tankers may be equipped to carry certain MARPOL Annex II cargoes and have a relevant certificate of fitness.
In such cases, follow the guidance in the IBC Code section 16.5, Stowage of Cargo Samples. (see below) 6.7.12 Sample Management After completion of loading or before discharge starts, samples of the cargo should be obtained under supervision of the duty officer, the shipper’s surveyor and a representative from the shore installation.
The sample should be stored in the sample locker (see Section 6.7.14).
Marking of samples Sample bottles should be clearly marked with; • Date and time of sampling; • Port; • Type of sample e.g. manifold, final from tank after loading, tank before discharge; • Grade; • Tank number; • Manifold number; • Name/rank of person taking the sample; • USCG Compatibility Number (if appropriate); and • MARPOL Category (X, Y, Z or OS).
A log should be kept with the seal reference number and date of all samples, as well as the date of final dispo sal.
Retention of samples All samples should be kept in the sample locker for a time to be determined by the company Disposal of samples Cargo samples should be disposed of as required by the SMS.
When cargo samples are disposed of ashore, a record should be kept.
This record should include: date, place, number of samples, quantity per bottle and a reference to the delivery receipt.
Inhibited samples Inhibited samples should be checked regularly for signs of polymerisation.
These samples should only be retained for as long as the inhibitor remains active, as stated on the inhibitor certificate. 6.7.14 Sample Storage Chemical tankers are required to store a wide range of cargo samples.
The IBC Code requires that the storage of samples must be within a purpose built storage.
The sample locker must be designed and built to ensure that sample bottles are securely stored and protected from damage and excessive vibration, and that the space is adequately ventilated and fitted with flame arresters.
Fire-fighting equipment should be readily available.
The sample store should be a dedicated locker, resistant to the different liquids that will be stowed in it and sited within the cargo area.
The sample locker should separate chemicals that react dangerously with each other and should only be used for the storage of cargo samples.
IMO: Resolution MEPC.96(47) Guidelines for the sampling of fuel oil for determination of compliance with Annex VI of MARPOL 73/78 8.1 Immediately following collection of the retained sample, a tamper proof security seal with a unique means of identification should be installed by the supplier’s representative in the presence of the ship's representative.
A label containing the following information should be secured to the retained sample container: * The phrase “be drawn continuously throughout the bunker delivery period” in paragraph 6 of the Guidelines should be taken to mean continuous collection of drip sample throughout the delivery of bunker fuel covering each bunker delivery note.
In case of receiving an amount of bunker fuel necessitating two or more delivery notes, the sampling work may be temporarily stopped to change sample bags and bottles and then resumed as necessary. 1. location at which, and the method by which, the sample was drawn; 2. date of commencement of delivery; 3. name of bunker tanker/bunker installation; 4. name and IMO number of the receiving ship; 5. signatures and names of the supplier’s representative and the ship's representative; 6. details of seal identification; and 7. bunker grade. 8.2 To facilitate cross -reference details of the seal, identification may also be recorded on the bunker delivery note. 9 Retained sample storage 9.1 The retained sample should be kept in a safe storage location, outside the ship’s accommodation, where personnel would not be exposed to vapours which may be released from the sample.
Care should be exercised when entering a sample storage location. 9.2 The retained sample should be stored in a sheltered location where it will not be subject to elevated temperatures, preferably at a cool/ambient temperature, and where it will not be exposed to direct sunlight. 9.3 Pursuant to regulation 18(6) of Annex VI of MARPOL 73/78, the retained sample should be retained under the ship’s control until the fuel oil is substantially consumed, but in any case, for a period of not less than 12 months from the time of delivery. 9.4 The ship’s master should develop and maintain a system to keep track of the retained samples IMO: MEPC/Circ.864/Rev.1 2019 Guidelines for on board sampling for the verification of the sulphur content of the fuel used on board ships.
Annex 3 Sample handling …The ship should be given the option of retaining a sample.
The label should include the following information: 1. sampling point location where the sample was drawn; 2. date and port of sampling; 3. name and IMO number of the ship; 4. details of seal identification; and 5. signatures and names of the inspector and the ship's representative.
TMSA KPI 6.1.1 requi res that procedures for cargo, ballast, tank cleaning and bunkering operations are in place for all vessel types within the fleet.
IMO: ISM Code 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: IBC Code 16.5 Stowage of cargo samples 16.5.1 Samples which have to be kept on board should be stowed in a designated space situated in the cargo area or, exceptionally, elsewhere, subject to the approval of the Administration. 16.5.2 The stowage space should be: • cell-divided in order to avoid shifting of the bottles at sea; • made of material fully resistant to the different liquids intended to be stowed; and • equipped with adequate ventilation arrangements. 16.5.3 Samples which react with each other dangerously should not be stowed close to each other. 16.5.4 Samples should not be retained on board longer than necessary.
The operator should have developed procedures addressing the management of samples of bunker fuel oil and Annex I and/or Annex II cargoes as applicable, including: • Marking/labelling of samples. • Storage arrangements. • Records to be kept.
A sample locker should be equipped with adequate ventilation arrangements but does not have to be mechanically ventilated.
['Sight, and where necessary review, c ompany procedures addressing the management of samples of bunker fuel oil and Annex I and/or Annex II cargoes as applicable.', 'Review the records of bunker fuel oil and cargo samples and Oil Record Book Part II or Cargo Record Book as applicable.', 'Inspect the designated space(s) for storing samples.', 'During the course of the inspection, note any samples stored outside the designated space(s) for storing samples.', 'Interview the responsible officer to verify their familiarity with company procedures addressing the management of samples of bunker fuel oil and Annex I and/or Annex II cargoes as applicable.
The responsible officer can be any officer nominated by the Master to review the onboard sample management during an inspection.
Expected Evidence cargoes as applicable.', 'Records of bunker fuel oil and cargo samples.', 'Oil Record Book Part II or Cargo Record Book as applicable.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 10.13 Respiratory Protective Equipment Cartridge or canister face masks will not protect the user against concentrations of hydrocarbon or toxic vapours or against oxygen deficiency.
They should never be used in place of breathing apparatus.
ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 3.11.11 Respiratory Protection Respiratory protection in the form of breathing apparatus (self -contained or ai r-line) is designed to provide the user with an adequate supply of fresh air when working in an area where toxic vapours could be present.
It usually consists of a sealed facepiece connected to either a self -contained air source or to a fresh air line. 3.11.15 Canister or filter type respirators Canister or filter type respirators/filter masks are designed to absorb specific toxic or poisonous elements, dust and debris but do not protect the wearer from an oxygen deficient atmosphere.
Filter masks may be ineffective in protecting the wearer from cargo vapours and do not protect the wearer from an oxygen deficient atmosphere.
They should not be used during cargo or tank cleaning operations.
Filter masks should never be used in enclosed spaces or areas on board where the oxygen content of the atmosphere may be insufficient to sustain life.
Filter masks should only be used to protect wearers from dust and other debris in the air when carrying out maintenance tasks such as chipping paintwork or when using gri nding tools. within the fleet.
Cargoes with specific hazards may include: • Aromatic hydrocarbons. • Toxic cargoes. • Incompatible cargoes. • High vapo ur pressure cargoes. • Cargoes containing mercaptans and/or 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 involved should be defined and assigned to qualified personnel.
The vessel operator should have developed procedures that addressed the use of respiratory protective equipment during cargo operations including prohibiting the use of filter type respirators for this purpose.
Filter masks should not be used during cargo operations.
['Sight, and where necessary review, the company procedures for the use of respiratory protective equipment during cargo operations.', 'During the course of the inspection, observe any respiratory protective equipment in use during cargo operations.', 'Interview the accompanying officer to verify their familiarity with company procedures for the use of respiratory protective equipment during cargo operations.
Expected Evidence', 'Company procedures for the use of respiratory protective equipment during cargo operations.
Potential Grounds for a']
Industry Guidance ICS: Tanker Safety Guide (Chemicals) - Fifth Edition 2.7.3 Cold Weather Special attention should be paid to emergency showers and eye wash stations to ensure they continue to function.
Water pipes supplying these should be insulated and provided with heat tracing to prevent freezing. 8.3.4 Preparations Before commencing tank cleaning or gas freeing operations, the responsible officer should confirm that all the necessary equipment is available and in working condition.
Checks, including the following, should be made before operations start: • Decontamination showers and eye-wash arrangements are ready for use.
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 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: IBC Code The showers and eyewash shall be operable in all ambient conditions.
IMO: IGC Code 14.4.1 Requirements of this section shall apply to ships carrying products for which those paragraphs are listed on column “I” in the table of Chapter 19. 14.4.3 One or more suitably marked decontamination showers and eyewash stations shall be available on deck, taking into account the size and layout of the ship.
The showers and eyewashes shall be operable in all ambient conditions.
The operator should have developed a procedure to ensure that decontamination showers and eye wash stations on deck are ready for use, and: • Suitably marked. • Easily accessible. • Regularly inspected and tested.
This procedure may form part of the planned maintenance system.
To be operable in any ambient condition, a recirculation system, or fully heat -traced line must be provided.
Uninsulated sections of freshwater supply lines may lead to water being heated by direct sunlight such that a person would not be able to use a shower or eyewash station for the intended purpose.
['Sight, and where necessary review, the company procedure which ensures that decontamination showers and eye wash stations on deck are ready for use.', 'Inspect th e decontamination showers and eye wash stations, select one and, o If the temperature is at or below freezing, verify that the selected shower or eye wash was not frozen. o If the temperature was high with strong sunlight, verify that the selected shower or eye wash was not scalding hot.', 'Where necessary, review the records of inspection and testing of the decontamination showers and eye wash stations.', 'Interview a rating to verify their familiarity with the location and operation of the decontamination shower s and eyewash stations.
Expected Evidence', 'Company procedure which ensures that decontamination showers and eye wash stations on deck were ready for use.', 'Records of inspection and testing of the decontamination showers and eye wash stations on deck.
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, te sting 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. and inspection gui delines should be followed. 3.5 Where particular arrangements create practical difficulties, alternative testing and maintenance procedures should be to the satisfaction of the Administration. (These guidelines set out requirements applicable to emergency fire pumps for: • Monthly tests and inspections • Annual tests and inspections) 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 -2 Regul ation 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.
Chapter II/2 Regulation 10 2.2.3.2.1 Location of the space The space containing the fire pump shal l not be contiguous to the boundaries of machinery spaces of category A or those spaces containing main fire pumps.
Where this is not practicable, the common bulkhead between the two spaces shall be insulated to a standard of structural fire protection equivalent to that required for a control station. 2.2.3.2.2 Access to the emergency fire pump No direct access shall be permitted between the machinery space and the space containing the emergency fire pump and its source of power.
When this is impracticable, the Administration may accept an arrangement where the access is by means of an airlock with the door of the machinery space being of "A -60" class standard and the other door being at least steel, both reasonably gastight, self -closing and without any hold -back arrangements.
Alternatively, the access may be through a watertight door capable of being operated from a space remote from the machinery space and the space containing the emergency fire pump and unlikely to be cut off in the event of fire in thos e spaces.
In such cases, a second means of access to the space containing the emergency fire pump and its source of power shall be provided.
IMO: FSS Code Chapter 12 – Fixed emergency fire pumps 2.2.1.2 Pressure at hydrants be not less than the minimum pressure required by chapter II -2 of the Convention. 2.2.1.3 Suction heads The total suction head and the net positive suction head of the pump shall be determined having due regard to the requirements of the Convention and this chapter on the pump capacity and on the hydrant pressure under all conditions of list, trim, roll and pitch likely to be encountered in service… 2.2.2.1 Starting of diesel engine Any diesel -driven power source for the pump shall be capable of being readily started in its cold condition down to the temperature of 0°C by hand (manual) cranking.
Where ready starting cannot be assured, if this is impracticable, or if lower temperatures are likely to be encountered, and if the room for the diesel driven power source is not heated, electric heating of the diesel engine cooling water or lubricating oil system shall be fitted, to the satisfaction of the Administration.
If hand (manual) starting is impracticable, the Administration may permit compressed air, electricity, or other sources of stored energy, including hydraulic power or starting cartridges to be used as a means of starting.
These means shall be such as to enable the die sel-driven power source to be started at least six times within a period of 30 min. and at least twice within the first 10 min. 2.2.2.2 Fuel Tank capacity Any service fuel tank shall contain sufficient fuel to enable the pump to run on full load for a least 3 h and sufficient reserves of fuel shall be available outside the machinery space of category A to enable the pump to be run on full load for an additional 15 h.
The vessel operator should have developed procedures for the starting and testing of the emergency fire pump.
The vessel operator should have developed procedures to ensure access to the emergency fire pump space remains possible in all circumstances.
Ship-specific starting instructions for the emergency fire pump in the working language of the ship should be prominently 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 emergency fire pump in an emergency.
If necessary, the emergency fire pump 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 fire pump fuel supply must be clearly marked.
Suggested Inspec t or Actions • Sight, and where necessary review, the company procedures for the operation and testing of the emergency fire pump. • Review the ship-specific starting instructions posted adjacent to the emergency fire pump. • Where the emergency fire pump location is accessed through the machinery space verify that: o The airlock doors between the machinery space and the space containing the emergency fire pump were closed with no indication that the doors had been held in the open position. o The second means of access from the deck was not locked or secured to prevent access from the outside. • Verify that the inlet and outlet valves to the emergency fire pump were clearly marked and open. reaches and maintains the required pressure while discharging through the anchor washes or other outlet. • Where the emergency fire pump was driven by a diesel engine: o Sight the level in the emergency fire pump fuel tank. o Where the vessel was operating in sub-zero temperatures verify that the fuel in the tank was designed for use in sub- zero temperatures. o Witness a test of the quick closing valve for the emergency fire pump engine where permitted. • If necessary, review maintenance records to verify that testing of the emergency fire pump and quick closing valve had taken place in accordance with the maintenance plan. • Where it was not possible to start the emergency fire pump, interview an officer or rating to verify their familiarity with the manual starting of the emergency fire pump and its diesel engine.
Expected Evidence • The company procedures for the operation and testing of the emergency fire pump. • The ship- specific procedure for starting the emergency fire pump. • Onboard records for the testing of the emergency fire pump and, where driven by a diesel engine, the engine and the fuel quick closing valve.
Potential Grounds for a
Industry Guidance IMO MSC.1/Circ.1318 Guidelines for the maintenance and inspection of fixed carbon dioxide fire-extingui shing systems. 1 General These Guidelines provide the minimum recommended level of maintenance and inspections for fixed carbon dioxide fire-extinguishing systems on all ships and are intended to demonstrate that the system is kept in good working order as specified in SOLAS regulation II -2/14.
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. and inspection guidelines should be fol lowed. 3.5 Where particular arrangements create practical difficulties, alternative testing and maintenance procedures should be to the satisfaction of the Administration. (These guidelines set out requirements applicable to fixed dry chemical powder fire-extinguishing systems for: • Monthly tests and inspections • Annual tests and inspections • Two-yearly tests and inspections • Ten-year servicing) IMO: MSC.1/Circ.1315 Guidelines for the approval of fixed dry chemical powder fire-extinguishing systems for the protection of ships carrying liquefied gases in bulk 3.5 A means for pressurizing the system using an inert gas, which is normally dry nitrogen, in high pressure cylinders should be provided. ….
Pressure gauges should be provided for monitoring the contents of the cylinders. 3.11 Operating instructions for the system should be placed at each operating station. 3.12 Recharging instructions should be provided on a permanent nameplate affixed to the fixed dry chemical powder unit.
As a minimum, the instructions should indicate the required type of dry chemical powder, the manufacturer of the powder and the required charge.
The required pressurizing medium pressure, number of cylinders and regulator valve setting should also be provided. 3.13 An approved design, installation, operation and maintenance manual should be provided to the shipowner for each type of fixed dry chemical powder unit.
TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, including contractors. • Vessel specific operations and equipment.
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. 10.2 In meeting these requirements the Company should ensure that: 1. inspections are held at appropriate intervals, 2. any non- conformity is reported with its possible cause, if known, 3. appropriate corrective action is taken, and 4. records of these activities are maintained.
IMO: IGC Code 11.4.1 Ships in which the carriage of flammable products is intended shall be fitted with fixed dry chemical powder fire-extinguishing systems, …. for the purpose of firefighting on the deck in the cargo area, including any cargo liquid and vapour discharge and loading connections on deck and bow or stern cargo handling areas, as applicable. monitor/hand hose lines, to any part of the exposed cargo liquid and vapour piping, load/unload connection and exposed gas process units. 11.4.3 ….
A monitor shall be arranged to protect any load/ unload connection area and be capable of actuation and discharge both locally and remotely.
The monitor is not required to be remotely aimed if it can deliver the necessary powder to all required areas of coverage from a single position.
One hose line shall be provided at both port - and starboard side at the end of the cargo area facing the accommodation and readily available from the accommodation. 11.4.4 ....
Hand hose lines shall be non- kinkable and be fitted with a nozzle capable of on/off operation ….
Hand hose lines and nozzles shall be of weather -resistant construction or stored in weather resistant housing or covers and be readily accessible 18.2 Cargo operations manuals 18.2.1 The ship shall be provided with copies of suitably detailed cargo system operation manuals approved by the Administration such that trained personnel can safely operate the ship with due regard to the hazards and properties of the cargoes that are permitted to be carried. 18.2.2 The content of the manuals shall include, but not be limited to: .5 firefighting procedures: operation and maintenance of firefighting systems and use of extinguishing agents;
Test, inspection and servicing requirements set out in MSC.1/Circ.1432 include: • Monthly - checking pressure gauges are in the correct range. • Annually - agitating the dry chemical charge. • Two-yearly - testing a sample of dry chemical powder for moisture content. • Ten-yearly - hydrostatic or non-destructive testing of the dry chemical powder containment vessels.
['Inspect the components and operational controls of the cargo area fixed dry chemical powder fire', 'extinguishing system.', 'Review the operation instructions for the system posted near the operational controls and verify that the system valves and controls were correctly marked.', 'Review the inspection and servicing data available at the control stations.', 'If necessary, review the records of inspections, tests and maintenance carried out contained within the maintenance plan, including: o The annual agitation of the dry powder by nitrogen. o The two', 'yearly testing of a sample of dry chemical powder for moisture content.', 'Interview the accompanying officer to verify their familiarity with the purpose and operation of the cargo are a fixed dry chemical powder extinguishing system.
Expected Evidence', 'The vessel’s maintenance plan for the vessel’s fire protection systems and fire', 'fighting systems and appliances.', 'The records of inspections, tests and maintenance carried out on the cargo area fixed dry chemical powder extinguishing system including: o The two', 'yearly testing of a sample of dry chemical powder for moisture content.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 13.2.2 Paint Stow paint, paint thinners and associated cleaners and hardeners in approved storage areas that are protected by fixed fire -extinguishing systems approved by the Administration (SOLAS II -2 regulation 10, section 6.3 covers spaces containing flammable liquid) 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.
IACS: UI SC199 Fire -fighting systems in cargo sampling lockers (Reg II -2/10.6.3.2) spaces intended for the stowage of cargo samples, when such spaces are positioned within the cargo area on board tankers IACS: UI SC201 Location of paint lockers within cargo block Paint lockers, regardless of their use, cannot be located above the tanks and spaces defined in SOLAS II -2/4.5.1.2 for oil tankers and the cargo area for chemical tankers.
TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, including contractors.
The documented procedures m ay include familiarisation with: • Vessel specific operations and equipment.
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. 10.2 In meeting these requirements the Company should ensure that: 1. inspections are held at appropriate intervals, 2. any non- conformity is reported with its possible cause, if known, 3. appropr iate corrective action is taken, and 4. records of these activities are maintained.
IMO: SOLAS Chapter II -2 Regulation 10 (applies to ships constructed on or after 01 July 2002) 6.3 Spaces containing flammable liquid 6.3.1 Paint lockers shall be protected by : 1. a carbon dioxide system designed to give a minimum volume of free gas equal to 40% of the gross volume of the protected space. 2. a dry powder system designed for at least 0.5 kg powder/m³. 3. a water spraying or sprinkler system, designed for 5 litres/m² min.
Water spraying systems may be connected to the fire main of the ship: or 4. a system providing equivalent protection, as determined by the Administration.
In any case, the system shall be operable from outside the protected space. 6.3.2 Flammable liquid lockers shall be protected by an appropriate fire-extinguishing arrangement approved by the Administration . (Refer to the IACS UI SC 199 Fire-fighting systems in cargo sampling lockers) 6.3.3 For lockers of a deck area of less than 4 m² , which do not give access to accommodation spaces, a carbon dioxide portable fire extinguisher sized to provide a minimum volume of free gas equal to 40% of the gross volume of the space may be accepted in lieu of a fixed system.
A discharge port shall be arranged in the locker to allow the discharge of the extinguisher without having to enter into the protected space.
The required portable fire extinguisher shall be stowed adjacent to the port.
Alternatively, a port or hose connection may be provided to facilitate the use of fire main water.
Page 375 of 711 – SIRE 2.0 Question Library : Part 1 Version 1.0 (January 2022)
The vessel operator should have developed a procedure to manage the storage of paint and flammable liquids which defined: • The locations in which paints and other flammable liquids should be stored under nor mal circumstances. • The locations where bulk paint or flammable liquids may be stored when the designated lockers are of insufficient capacity in circumstances such as onboard maintenance programs utilizing riding teams. • The requirement that paints and flammable liquids must be stored in closed containers.
Note: The SOLAS requirements do not apply to cargo sample lockers positioned within the cargo area.
['Inspect the vessel’s paint locker, and any other flammable liquid locker, inc luding the fixed fire', 'extinguishing system, where fitted, and verify that: o The instructions for releasing the fixed fire extinguishing system were posted outside the space. o Ventilation fan controls and closing devices were clearly marked. o Where no fixed extinguishing system was provided that the inlet for the provided portable extinguisher was marked. o Where a fixed carbon dioxide system was provided, a sign warning against using carbon dioxide to inert the space due to static ignition hazard was posted outside the space. o Where a seawater fixed extinguishing system was fitted, spray nozzles were free from salt build up. o Where a seawater fixed extinguishing system was fitted, the content of the store was not stacked above the height of the spray noz zles.', 'Interview the accompanying officer to verify their familiarity with the purpose and operation of the fixed fire extinguishing system.', 'If necessary, review the records of inspections, tests and maintenance carried out contained in the maintenance plan.
Expected Evidence', '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 paint or flammable liquid locker fixed fire extinguishing systems.
Potential Grounds for a']
Where the vessel was fitted with a fixed water -based or equivalent l ocal application fire-fighting system, the company should have developed a procedure to define when the system was required to be set to the automatic release mode, where this was an option, and should include whenever the machinery space is operated in the unattended mode.
['Sight, and where necessary review, the company procedure which described the use of the automatic release mode of the fixed water', 'based local application fire', 'fighting system, where this function was provided.', 'Inspect the components of the fixed water', 'based local application fire', 'fighting system and verify that: o The system operating instructions were posted at the control stations in the operating language of the ship. o The water supply valves were open to the system. o The dedicated tank serving the system was fitted with a low', 'level alarm or marked with the minimum required level. o All manual branch supply valves were open and marked or colour coded to identify the location they protected. o The control panel was powered and set for automatic and/or remote operation. o The local release stations near to the protected equipment were clearly marked as to their purpose. o The remote monitoring/control panels in the wheelhouse and other locations were powered on with all sm oke, flame and heat detectors active.', 'Review inspection and servicing data available at the main pump unit.', 'If necessary, review the records of inspections, tests and maintenance carried out contained in the maintenance plan.', 'Interview the accompanying officer to verify their familiarity with the purpose, operation and required release mode of the fixed water', 'based local application fire', 'fighting system whilst the machinery space was operated in the attended and unattended state.
Where the vessel was fitted with a machinery space fixed local application fire', 'fighting system which was not water', 'based, address the inspector actions and subsequent sections on equivalency.
Expected Evidence', 'The vessel’s maintenance plan for the vessel’s fire pr otection systems and fire', 'fighting systems and appliances.', 'The records of inspections, tests and maintenance carried out on the fixed water', 'based local application fire', 'fighting system.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition. 12.1.15.7 Miscellaneous The safety of pump rooms can be enhanced in a number of other ways, some of which are mandatory for certain ships: • Temperature monitoring devices fitted to main cargo pumps to provide remote indication of the temperature of pump casings, bearings and bulkhead seals.
Where such equipment is fitted, procedures should be developed for the action to take when alarm is triggered.
IMO: MSC.1/Circ. 1321 Guidelines for measures to prevent fires in engine-rooms and cargo pump-rooms Part 4 Cargo pump-rooms Chapter 2 4.1.1 Except for pump -rooms intended solely for ballast transfer or fuel oil transfer, temperature monitoring systems for pumps should be provided. 4.1.2 The following pumps installed in cargo pump-rooms, which may be driven by shafts passing through pump - room bulkheads, are included: • cargo pumps including slop pumps. • ballast pumps. • stripping pumps; and • tank cleaning pumps. 4.1.3 The following pumps might be omitted: • small pumps of 1 m3/h capacity or less; and • bilge pumps. • bulkhead shaft glands. • bearings; and • pump casings. 4.2.3 The range of temperature for sensors is recommended to be from 0°C to 250°C and the setting point to about 60°C to 80°C in consideration to the kind of pumps, cargoes and environmental condition, which would automatically shut down the pump when the set point is reached.
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 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 5.10 Protection of cargo pump -rooms 5.10.1 In tankers: .1 cargo pumps, ballast pumps and stripping pumps, installed in cargo pump-rooms and driven by shafts passing through pump -room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft glands, bearings and pump casings.
A continuous audible and visual alarm signal shall be automatically effected in the cargo control room or the pump control station.
Chapter II -2 Regulation 14 4 In addition to the fire protection systems and appliances listed in paragraph 2.2.3, tankers shall develop a maintenance plan for: .3 fire safety arrangements in cargo pump rooms.
This question is only applicable to vessels with pumprooms.
The vessel operator should have developed procedure for the operation and maintenance of the cargo, ballast and stripping pump temperature sensing devices which defined: • The requirement to periodically record the temperature provided by each cargo, ballast and stripping pump sensor while the pumps were in operation. • The actions to be taken in the event of the activation of a cargo, ballast or stripping pump high-temperature alarm. • The frequency of the cargo, ballast and stripping pump temperature sensing device accuracy checks. • The alarm activation value for the temperature sensing devices fitted to the bulkhead shaft glands, bearings and pump casings for cargo, ballast and stripping pumps. alarm activation points may be altered and by whom. • The frequency of each alarm activation point verification check. • The frequency of testing the audible and visual alarms required in the cargo control room or the pump control station • The actions to take in the event that a cargo, ballast or stripping pump temperature sensing device, or the overall temperature sensor monitoring and alarm system, fails.
['Sight, and wher e necessary review, the company procedures which defined the requirements for the operation and maintenance of the cargo, ballast and stripping pump temperature sensing devices.', 'Inspect the cargo, ballast and stripping pump temperature sensor monitoring system panel and verify that: o The temperature monitoring system was fully operational. o The system was not displaying any faults or obviously erroneous readings. o The temperature indicated by sensors from different pumps in a similar service were indicating a similar reading. o The alarm activation settings were displayed for each sensor point.', 'Review the records of cargo, ballast and stripping pump temperature sensing device readings and verify that the records had been maintained for pumps in opera tion.', 'If safe and practical to do, request that the alarm activation set point for one temperature sensing device is demonstrated to be correctly set.', 'Review the inspection and testing data for the cargo, ballast and stripping pump temperature sensor monit oring system and verify that: o The required sensor checks, and tests had been completed at the frequency defined by the company. o The alarm activation set points had been confirmed.', 'If necessary, review the records of inspections, tests, calibration and maintenance carried out contained within the maintenance plan.
Where the cargo, ballast and stripping pump temperature sensing sensor device control panel was fitted in the machinery space with no display in the cargo control room, verify t hat:', 'The officer in charge of the cargo operations could identify the temperature sensing device alarm indicator in the cargo control room.', 'There was a process in place to record and assess the readings provided by the temperature sensing devices fitted to pumps in operation.
When in the cargo pumproom', 'Inspect one cargo, ballast or stripping pump and verify that the temperature sensing devices were connected at the appropriate locations.', 'Verify that no temporary cooling devices were rigged on any cargo, ballast or stripping pump.', 'Verify that there was no leakage of cargo, either in the form of a spray or liquid, from the cargo or stripping pump mechanical seals.', 'Interview the accompanying officer to verify their familiarity with the actions required in the event of a high temperature alarm activation.
Expected Evidence', 'The company procedures for the maintenance and operation of the cargo, ballast and stripping pump temperature sensing system. operation.', 'The manufacturer’s instruction manual for the cargo, ballast and stripping pump temperature sensing system.', 'The maintenance and testing records for the cargo, ballast and stripping pump temperatur e sensing system.
Potential Grounds for a']
Industry Guidance OCIMF: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition.
Chapter 5 Fire Protection 5.3.2.1.1 Categories of foam Two categories of foam concentrate are currently in use.
Protein foam concentrates are used at 3-6% by volume concentration in water.
They include: • Protein foam (P) made from hydrolysed protein materials. • Fluoroprotein foam (FP) with added fluorinated surface- active agents. • Alcohol resistant fluoroprotein foam (FPAR) which is resistant to break down when applied to the surface of alcohol or other solvents.
Synthetic foam concentrates are used at 1-6% by volume concentration in water.
They include: • Aqueous Film Forming Foam (AFFF), based on a mixture of hydrocarbon a nd fluorinated surface-active agents. • Alcohol Resistant Aqueous Film Forming Foam (AFFF -AR) for use with alcohols and fuels blended with large amounts of alcohol.
Tankers that handle biofuel or ethyl alcohol should use alcohol resistant foams.
Different foam concentrates are generally incompatible with each other and should not be mixed in storage.
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 sui table 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 act ions 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. 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 Administration. (These guidelines set out requirements applicable to deck foam systems for: • Monthly tests and inspections • Quarterly tests and inspections • Annual tests and inspections • Five-year servicing) IMO: MSC.1/Circ.1312 Revised guidelines for the performance and testing criteria, and survey of foam concentrates for fixed fire -extinguishing systems. 1.1 Application These Guidelines apply to the foam concentrates used for fixed deck foam fire-extinguishing systems required for tankers by SOLAS regulations II -2/10.8 and chapter 14 of the International Code for Fire Safety Systems (FSS Code), and chemical tankers as s pecified by SOLAS regulation II -2/1.6.2.1.2 and the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code).
These Guidelines also apply to foam concentrates for fixed foam fire-extinguishing systems in machinery spaces according to chapter 6 of the FSS Code and to portable foam applicators according to chapter 4 of the FSS Code.
These Guidelines do not apply to the foam generating equipment, only the foam concentrate.
For periodical control of foam concentrates, the tests under paragraphs 4.1 to 4.7 should be performed by the shipowner or operator.
They should be carried out at laboratories or authorized service suppliers acceptable to the Administration. 4.7 Chemical stability test for protein- based alcohol-resistant foam concentrates Protein- based alcohol -resistant foam concentrates should be subjected to a stability test with acetone.
A foam solution should be prepared at the approved concentration and gently applied to the surface of a tray containing acetone.
The concentrate is deemed to fail the test if the foam solution mixes with the acetone. 5 Intervals of periodical controls Except for tests in accordance with paragraph 4.7 the first periodical control of foam concentrates should be performed not more than 3 years after being supplied to the ship, and after that, every year.
The tests required by paragraph 4.7 should be performed prior to delivery to the ship and annually thereaf ter IMO: FSS Code Chapter 14 Fixed deck foam systems 2.1.2 The deck foam system shall be capable of simple and rapid operation. 2.2.1.4 The foam concentrate supplied on board shall be approved by the Administration for the cargoes intended to be carried.
Type B foam concentrates shall be supplied for the protection of crude oil, petroleum products and non-polar solvent cargoes.
Type A foam concentrates shall be supplied for polar solvent cargoes, as listed in the table of chapter 17 of the IBC Code.
Only one type of foam concentrate shall be supplied, and it shall be effective for the maximum possible number of cargoes intended to be carried.
For cargoes for which foam is not effective or is incompatible, additional arrangements to the satisfaction of the Administration shall be provided. 2.2.2 Monitors and foam applicators 2.2.2.1 Foam from the fixed foam system shall be supplied by means of monitors and foam applicators. …….
On tankers of less than 4,000 tonnes deadweight the Administration may not require installation of monitors but only applicators. 2.3.1.1 The main control station for the system shall be suitably located outside the cargo area, adjacent to the accommodation spaces and readily accessible and operable in the event of fire in the ar eas protected. 2.3.3 Applicators 2.3.3.1 At least four foam applicators shall be provided on all tankers. 2.3.3.2 Applicators shall be provided to ensure flexibility of action during fire-fighting operations and to cover areas screened from the monitors. 2.3.4 Isolation valves 2.3.4.1 Valves shall be provided in the foam main, and in the fire main when this is an integral part of the deck foam system, immediately forward of any monitor position to isolate damaged sections of those mains.
TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, including contractors. • Vessel specific operations and equipment.
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. 10.2 In meeting these requirements the Company should ensure that: 1. inspections are held at appropriate intervals, 2. any non- conformity is reported with its possible cause, if known, 3. appropriate corrective action is taken, and 4. records of these activities are maintained.
IMO: SOLAS Chapter II/2 Regulation 10 8 Cargo tank protection 8.1 Fixed deck foam systems 8.1.1 For tankers of 20,000 tonnes deadweight and upwards, a fixed deck foam system shall be provided in accordance with the requirements of the Fire Safety Systems Code, except that, in lieu of the above, the Administration, after having given consideration to the ship's arrangement and equipment, may accept other fixed installations if they afford protection equivalent to the above, in accordance with regulation I/5.
The requirements for alternative fixed installations shall comply with the requirements in paragraph
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 mainte nance 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 cour se, 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 Insp ections 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. 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 t o the satisfaction of the Administration.
Weekly testing and inspections • Verify all fire door control panel indicators, if provided, are functional by operating the lamp/indicator switch.
Quarterly testing and inspections • Test all fire doors located in main vertical zone bulkheads for local operation.
Annual testing and inspe ction • Test all remotely controlled fire doors for proper release) 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 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. 10.2 In meeting these requirements the Company should ensure that: 1. inspections are held at appropriate intervals, 2. any non- conformity is reported with its possible cause, if known, 3. appropriate corrective action is taken, and 4. reco rds of these activities are maintained.
IMO: SOLAS Chapter II -2 Regulation 9 4.2.2 Doors required to be self -closing shall not be fitted with hold-back hooks.
However, holdback arrangements fitted with remote release devices of the fail -safe type may be ut ilized.
Chapter II -2 Regulation 15 2.2.3 The maintenance plan shall include at least the following fire protection systems and firefighting systems and appliances, where installed: 7. fire doors including their controls.
The vessel oper ator should have developed a procedure which defined the frequency of inspections, tests and maintenance for fire doors.
All ï¬ re doors on a ship are important, but when the high risk of Engine Room ï¬res is considered, Engine Room ï¬re doors should rec eive special attention, particularly the ï¬ re doors between the Engine Room and Steering Gear Compartment, which are often found tied open. during a test.
['Inspect a sample of fire doors throughout the accommodation, machinery and storage spaces and verify that: o They were free of obstructions. o No non', 'approved hold', 'open methods such as tiebacks, hooks, wedges or other arrangements were used to hold the door open where it was required to be self', 'closing. o Self', 'closing arrangements closed and latched the door without the need for human intervention. o The door and frame were free of corrosion or wastage. o There were no inappropriate cable penetrations through the door, its frame or surrounding bulkheads. o There were no inappropriate alterations or modifications. o There were no gaps between the fire door and frame. o There was no damage to the lock mechanism, strike plate or hinges preventing the door closing properly. o There was no damage to the door packing or frame. o There were no punctures in the outer skin of the door.', 'Where a fire door had apparently been replaced verify that the replacement door was of at least the same fire rating as shown on the fire control plan.', 'If necessary, review the records of inspections, tests and maintenance carried out in the maintenance plan.', 'If necessary, review the Fire Control Plan to verify the required specification of a fire door.', 'Interview one officer and one rating to verify their familiarity with the location, purpose and operation of the vessel’s fire doors.
Expected Evidence', '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 fire doors.', 'The Fire Control Plan.
Potential Grounds for a']
Industry Guidance OCIMF: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition 5.8 Automatic fire detection systems 5.8.1 General Automatic fire detection and alarm systems alert personnel so they can respond promptly to a fire with the aim of saving lives and property.
These systems may have one or more circuits connected to automatic fire detectors and manual activation points.
They may also have one or more indicating circuits connected to alarm signals, including control panel indicator and warning lamps, outdoor flashing lights, bells and horns. 5.8.2 Types of fire detectors Automatic detection systems consist of mechanical, electrical or electronic devices that detect environmental changes created by fire or by toxic or combustible gases.
Fire detectors operate on one of three principles: sensitivity to heat, to smoke or gaseous by -products of combustion, or to flame radiation.
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. 3.1 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-fightin g 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 pers onnel. 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. 3.4 In addit ion 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 Administration. (These guidelines set out requirements applicable to fixed fire detection and fire alarm systems for: • Weekly tests and inspections • Monthly tests and inspections • Annual tests and inspections) 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 10.1 The Company should est ablish 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. 10.2 In meeting these requirements the Company should ensure that: 1. inspections are held at appropriate intervals, 2. any non- conformity is reported with its possible cause, if known, 3. appropriate corrective action is taken, and 4. records of these activities are maintained.
IMO: SOLAS Chapter II -2 Regulation 7 1 Purpose The purpose of this regulation is to detect a fire in the space of origin and to provide alarm for safe escape and fire- fighting activity.
For this purpose, the following functional requirements shall be met: growth potential and potential generation of smoke and gases. 2. manually operated call points shall be placed effectively to ensure a readily accessible means of notification; and 3. fire patrols shall provide an effective means of detecting and locating fires and alerting the navigation bridge and fire teams. 2 General requirements 2.1 A fixed fire detection and fire alarm system shall be provided in accordance with the provisions of this regulation. 3.2 The function of fixed fire detection and fire alarm systems shall be periodically tested to the satisfaction of the Administration by means of equipment producing hot air at the appropriate temperature, or smoke or aeroso l particles having the appropriate range of density or particle size, or other phenomena associated with incipient fires to which the detector is designed to respond. 4 Protection of machinery 4.1 Installation A fixed fire detection and fire alarm system s hall be installed in: .1 periodically unattended machinery spaces; and .2 machinery spaces where: .2.1 the installation of automatic and remote- control systems and equipment has been approved in lieu of continuous manning of the space; and .2.2 the main propulsion and associated machinery including sources of main source of electrical power are provided with various degrees of automatic or remote control and are under continuous manned supervision from a control room; and .3 enclosed spaces containing incinerators 5 Protection of accommodation and service spaces and control stations 5.5 Cargo ships Accommodation and service spaces …. of cargo ships shall be protected by a fixed fire detection and fire alarm system and/or an automatic sprinkler, fire detection and fire alarm system as follows depending on a protection method adopted in accordance with regulation 9.
Sixth Edition 5.3.2.2 Carbon dioxide A CO 2 system normally consists of a battery of large cylinders.
The gas is piped from the cylinder manifold to diffusing nozzles.
Before the CO 2 is released, an alarm should warn personnel in the compartment and give them time to evacuate.
IMO MSC.1/Circ.1318 Guidelines for the maintenance and inspection of fixed carbon dioxide fire-extinguishing systems.
These Guidelines provide the minimum recommended level of maintenance and inspections for fixed carbon dioxide fire-extinguishing systems on all ships and are intended to demonstrate that the system is kept in good working order as specified in SOLAS regulation II -2/14.
Sixth Edition.
Chapter 5 Fire Protection 5.3.2 .1.1 Categories of foam Two categories of foam concentrate are currently in use.
Protein foam concentrates are used at 3-6% by volume concentration in water.
They include: • Protein foam (P) made from hydrolysed protein materials. • Fluoroprotein foam (FP) with added fluorinated surface- active agents. • Alcohol resistant fluoroprotein foam (FPAR) which is resistant to break down when applied to the surface of alcohol or other solvents.
Synthetic foam concentrates are used at 1-6% by volume concentration in water.
They include: • Aqueous Film Forming Foam (AFFF), based on a mixture of hydrocarbon and fluorinated surface-active agents. • Alcohol Resistant Aqueous Film Forming Foam (AFFF -AR) for use with alcohols and fuels blended with large amounts of alcohol.
Tankers t hat handle biofuel or ethyl alcohol should use alcohol resistant foams. 5.3.2.1.3 Compatibility and storage 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 protecti on 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. 3.4 In addition to the onboard maintenance and inspections stated in these Guidelines, manufacturer's maintenance and inspection guidelines should be followed. (These guidelines set out requirements applicable to fixed high-expansion foam systems for: • Monthly tests and inspections • Quarterly tests and inspections • Annual tests and inspections • Five-year servicing) IMO: MSC.1/Circ.1312 Revised guidelines for the performance and testing criteria, and survey of foam concentrates for fixed fire -extinguishing systems. 1.1 Application …These Guidelines als o apply to foam concentrates for fixed foam fire- extinguishing systems in machinery spaces according to chapter 6 of the FSS Code and to portable foam applicators according to chapter 4 of the FSS Code.
These Guidelines do not apply to the foam generating equipment, only the foam concentrate. 4 Periodical controls of foam concentrates stored on board For periodical control of foam concentrates, the tests under paragraphs 4.1 to 4.7 should be performed by the shipowner or operator.
They should be carried out at laboratories or authorized service suppliers acceptable to the Administration. 4.7 Chemical stability test for protein- based alcohol-resistant foam concentrates solution should be prepared at the approved concentration and gently applied to the surface of a tray containing acetone.
The concentrate is deemed to fail the test if the foam solution mixes with the acetone. 5 Intervals of period ical controls Except for tests in accordance with paragraph 4.7 the first periodical control of foam concentrates should be performed not more than 3 years after being supplied to the ship, and after that, every year.
The tests required by paragraph 4.7 s hould be performed prior to delivery to the ship and annually thereafter 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 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. 10.2 In meeting these requirements the Company should ensure that: 1. inspections are held at appropriate intervals, 2. any non- conformity is reported with its possible cause, if known, 3. appropriate corrective action is taken, and 4. records of these activities are maintained.
IMO: SOLAS Chapter II/2 Regulation 10 4.1.1 A fixed fire extinguishing system required by paragraph 5 below may be any of the following systems: .2 a fixed high-expansion foam fire-extinguishing system complying with the provisions of the Fire Safety Systems Code Machinery spaces 5.1.1 Fixed fire-extinguishing systems Machinery spaces of category A containing oil -fired boilers or oil fuel units shall be provided with any one of the fixed fire-extinguishing systems in paragraph 4.1.
In each case, if the engine and boiler rooms are not entirely separate, or if fuel oil can drain from the boiler room into the engine-room, the combined engine and boiler rooms shall be considered as one compartment. 5.2.1 Fixed fire-extinguishing systems Machinery spaces of category A containing internal combustion machinery shall be provided with one of the fixed fire-extinguishing systems in paragraph 4.1.
Cargo pump rooms Each cargo pump-room shall be provided with one of the following fixed fire- extinguishing systems operated from a readily accessible position outside the pump-room.
Cargo pump rooms shall be provided with a system suitable for machinery spaces of category A. 9.1.2 A high-expansion foam system complying with the provisions of the Fire Safety Systems Code, provided that the foam concentrate supply is suitable for extinguishing fires involving the cargoes carried.
IMO: FSS Code Chapter 6 3 Fixed high-expansion foam fire -extinguishing systems. 3.1.1 The system shall be capable of manual release. 3.1.7 means shall be provided for the crew to safely check the quantity of foam concentrate and take periodic control samples for foam quality. 3.1.8 Operating instructions for the system shall be displayed at each operating position. 3.1.15 Onboard procedures shall be established to require personnel re- entering the protected space after a system discharge to wear breathing apparatus to protect them from oxygen deficient air and products of combustion entrained in the foam blanket. 3.1.20 Machinery spaces, cargo pump rooms….
Shall be provided with audible and visible alarms within the protected space warning of the release of the system.
The alarms shall operate for the length of time needed to evacuate the space, but in no case less than 20 seconds.
If the fixed high- expansion foam fire extinguishing system also provides protection to the cargo pump room, the foam concentrate must be suitable for extinguishing fires involving the cargoes carried.
The operator should have developed procedures to require personnel re-entering the protected space after a system discharge to wear breathing apparatus to protect them from oxygen deficient air and products of combustion entrained in the foam blanket.
The vessel operator should have developed a maintenance plan for the vessel’s fire protection systems and fire- fighting systems and appliances which will include the fixed high-expansion foam fire extinguishing system.
This plan may be integrated into the ship’s computerised planned maintenance system or may stand alone.
The plan should include the actions to be taken monthly, quarterly, annually (including testing foam concentrates) and five-yearly t o ensure the system is kept in good working order and available for immediate use.
The first test of foam concentrates should be performed not more than 3 years after the date of manufacture, and after that, every year.
In addition, for protein-based alco hol-resistant foam concentrates a stability test should be performed prior to delivery to the ship and annually thereafter.
['Inspect the space(s) containing the machinery space fixed high', 'expansion foam fire extinguishing system foam concentrate tanks(s), pump(s) and the system controls and verify that: o The system operating instructions, in the working language of the ship, were posted near the control station. status in the standby and operational conditions. o A copy of the foam concentrate annual test certificate indicated that it was fit for continued use. o Where the system also protected a cargo pump room, the foam contained in the tank was certified as compatible with the cargo being carried. o The foam tank was filled to the required level', 'Review inspection and servicing data available in the space.', 'If necessary, review the records of inspections, tests and maintenance carried out contained in the maintenance plan, including: o The annual foam concentrate test results. o The five', 'yearly test of foam proportioners or other foam mixing devices.', 'Interview the accompanying officer to verify their familiarity with the purpose and operation of the fixed high', 'expansion foam fire extinguishing system.
Expected Evidence', 'The vessel’s maintenance plan for the vessel’s fire protection systems and fire', 'fighting systems and appliances.', 'The records of inspections, tests and maintenance carried out on the machinery space fixed high', 'expansion foam fire extinguishing system, including: o The annual foam concentrate test results. o The five', 'yearly test of foam proportioners or other foam mixing devices.', 'The system manual showing the quantity of foam concentrate required to be in the storage tank to meet the system design criteria.
Potential Grounds for a']
The vessel operator should have developed a maintenance plan for the vessel’s fire protection systems and firefighting systems and appliances which should include the vessel’s fixed pressure water -spray or water -mist extinguishing system.
This plan may be integrated into the ship’s computerised planned maintenance system or may stand alone.
The plan should include the actions to be taken weekly, monthly, annually, five -yearly and ten-yearly (including a hydrostatic test and internal examination for gas and water pressure cylinders), to ensure the system is kept in good working order and available for immediate use.
['Inspect the space(s) containing the fixed pressure water', 'spray equipment and the system controls and verify that: o The system operating instructions, in the working language of the ship, were posted near the control station. o The system valves were clearly identified, and the system instructions indicated their required status in the standby and operational conditions. o The system was maintained at the correct pressure. o Inlet and outlet valves were correctly set.', 'Review inspection and servicing data available in the space.', 'If necessary, review the records of inspections, tests and maintenance carried out contained in the maintenance plan, including q uarterly system water quality assessments.', 'Interview the accompanying officer to verify their familiarity with the purpose and operation of the fixed pressure water', 'spraying fire extinguishing system or the equivalent water mist fire extinguishing system.
Expected Evidence', 'The vessel’s maintenance plan for vessel’s fire protection systems and firefighting systems and appliances.', 'The records of inspections, tests and maintenance carried out on the machinery space fixed pressure water', 'spraying fire extinguishing system, including quarterly system water quality assessments.
Page 350 of 711 – SIRE 2.0 Question Library : Part 1 Version 1.0 (January 2022) Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition. 5.3.1.1 Water All tankers have a firefighting system that consists of pumps permanently connected to the sea, a fire main with hydrant points, fire hoses with couplings and jet nozzles or preferably jet/spray n ozzles.
Hydrants are located to ensure that two jets of water can reach any part of the ship.
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 carried out by trained service technicians other than the ship's crew, inspection reports should be provided at the completion of the testing. 3.4 In addition to the onboard maintenance and inspections stated in these Guidelines, manufacturer's maintenance and inspection guidelines should be followed. (These guidelines set out requirements applicable to fire mains, fire pumps and hydrants for: • Monthly tests and inspections. • Quarterly tests and inspections. • Annual tests and inspections.) TMSA KPI 3.1.4 requires that formal familiarisation procedures are in place for vessel personnel, includin g contractors.
The documented procedures may include familiarisation with: • Vessel specific operations and equipment.
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. 10.2 In meeting these requirements the Company should ensure that: 1. inspections are held at appropriate intervals, 2. any non- conformity is reported with its possible cause, if known, 3. appropriate corrective action is taken, and 4. records of these activities are maintained.
IMO: SOLAS Chapter II -2 Regulation 10 2.1.1 General The arrangement of pipes and hydrants shall be such as to avoid the pos sibility of freezing.
Suitable drainage provisions shall be provided for fire main piping.
Isolation valves shall be installed for all open deck fire main branches used for purposes other than firefighting. 2.1.2 Ready availability of water supply 2.1.2.2 With a periodically unattended machinery space or when only one person is required on watch, there shall be immediate water delivery from the fire main system at a suitable pressure, either by remote starting of one of the main fire pumps with remote starting from the navigating bridge and fire control station, if any, or permanent pressurization of the fire main system by one of the main fire pumps …. 2.1.4.1 Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and tenable position outside the machinery spaces. 2.1.4.3 Relief valves shall be provided in conjunction with fire pumps if the pumps are capable of developing a pressure exceeding the design pressure of the water service pipes, hydrants and hoses.
These valves shall be so placed and adjusted as to prevent excessive pressure in any part of the fire main system. deck at intervals of not more than 40 m to preserve the integrity of the fire main system in case of fire or explosion. 2.1.5 Number and position of hydrants 2.1.5.1 The number and position of hydrants shall be such that at least two jets of water not emanating from the same hydrant, one of which shall be from a single length of hose, may reach any part of the ship normally accessible to the passengers or crew while the ship is being navigated…. 2.2 Fire pumps 2.2.1 Pumps accepted as fire pumps Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil and that if they are subject to occasional duty for the transfer or pumping of oil fuel, suitable change-over arrangements are fitted. 2.2.2 Number of fire pumps Ships shall be provided with independently driven fire pumps as follows: .2 in cargo ships of: 1,000 gross tonnage and upwards at least two 2.2.3.3 Additional pumps for cargo ships In addition, in cargo ships where other pumps, such as general service, bilge and ballast, etc., are fitted in a machinery space, arrangements shall be made to ensure that at least one of these pumps, having the capacity and pressure required by paragraphs 2.1.6.2 and 2.2.4.2, is capable of providing water to the fire main.
The vessel operator should have developed procedures for the operation, inspection, testing and maintenance of fire pumps, fire mains, isolating valves and hydrants which defined: • The frequency of inspection, testing and maintenance of the system and its components. • The actions to be taken to ensure the ready availability of the systems in sub- zero temperatures.
['Provided it is safe to do so, witness the remote starting of a fire pump from the bridge or fire control station and verify that the pump reaches and maintains the required pressure while discharging through the anchor washes or other outlet.', 'Inspect the deck fire main, particularly on the underside, for external indications of corrosion and for patching or accelerated wear caused by rope abrasion.', 'Inspect the fire pumps and verify that the suction and delivery valves were open.', 'Inspect the fire main in the machinery space for external indications of corrosion and for patching.', 'Request an accompanying crew member to randomly check the fire hydrants and fire main isolating valves to ensure they operate freely.', 'Interview the accompa nying officer to verify their familiarity with the fire main system with reference to: o Starting the fire pumps. o The purpose and location of the fire main isolating valves. o The purpose and location of the drain point for the deck fire main.', 'If necessary, re view the records of inspections, tests and maintenance carried out contained in the maintenance plan.', '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 fire mains, fire pumps, isolating valves and hydrants.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals.
Sixth Edition. 4.10.9 Galley stoves and cooking appliances The use of galley stoves and other cooking appliances that employ naked flames should be prohibited while a tanker is at a petroleum berth.
Galley personnel should be instructed on how to safely operate galley equipment.
Unauthorised and inexperienced persons should not be allowed to use galley equipment.
Fires are often caused by unburnt fuel or fatty deposits that have collected in galley ranges, flue pipes and filters.
These areas should be regularly inspected to make sure they are clean.
Oil and deep fat fryers should be fitted with thermostats to cut off electrical power and prevent accidental fires.
Galley staff should be trained on how to handle fires and how to respond appropriately.
Training should include how to operate fixed fire-extinguishing systems fitted to galley equipment.
Appropriate fire extinguishers and fire blankets should be available.
The use of portable stoves and cooking appliances on board tankers should be controlled and, when in port, their use should be prohibited.
Steam cookers and other equipment heated by steam can be used any time.
IMO: MSC.1/Circ.1432 Revised guidelines for the maintenance and inspection of fire protection systems and appliances. 2 Operational readiness 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 s hould include the minimum elements listed in sections 4 to 10 of these Guidelines.
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 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. 10.2 In meeting these requirements the Company should ensure that: 1. inspections are held at appropriate intervals, 2. any non- conformity is reported with its possible cause, if known, 3. appropriate corrective action is taken, and 4. records of these activities are maintained.
IMO: SOLAS Chapter II -2 Regulation 9 7.5.2 Requirements for cargo ships and passenger ships carrying not more than 36 passengers When passing through accommodation spaces or spaces containing combustible materials, the exhaust ducts from galley ranges shall be constructed in accordance with paragraphs 7.2.4.1.1 and 7.2.
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 prote ction 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 inspecti ons 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 pr ovided at the completion of the testing. 3.4 In addition to the onboard maintenance and inspections stated in these Guidelines, manufacturer's maintenance and inspection guidelines should be followed. should be to the satisfaction of the Administration. (These guidelines set out requirements applicable to fixed water spray or water mist systems for: • Weekly tests and inspections • Monthly tests and inspections • Annual tests and inspections • Five-year servicing) 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 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. 10.2 In meeting these requirements the Company should ensure that: 1. inspections are held at appropriate intervals, 2. any non- conformity is reported with its possible cause, if known, 3. appropriate corrective action is taken, and 4. records of these activities are maintained.
IMO: IGC Code 11.3 Water -spray system 11.3.1 On ships carrying flammable and/or toxic products, a water -spray system, for cooling, fire prevention and crew protection shall be installed to cover: 1. exposed cargo tank domes, any exposed parts of cargo tanks and any part of cargo tank covers that may be exposed to heat from fires in adjacent equipment containing cargo such as exposed booster pumps/heaters/re- gasification or re-liquefaction plants, hereafter addressed as gas process units, positioned on weather decks; 2. exposed on-deck storage vessels for flammable or toxic products. 3. gas process units positioned on deck. 4. cargo liquid and vapour discharge and loading connections, including the presentation flange and the area where their control valves are situated, which shall be at least equal to the area of the drip trays provided. 5. all exposed emergency shut -down (ESD) valves in the cargo liquid and vapour pipes, including the master valve for supply to gas consumers. 6. exposed boundaries facing the cargo area, such as bulkheads of superstructures and deckhouses normally manned, cargo machinery spaces, store-rooms containing high fire-risk items and cargo control rooms.
Exposed horizontal boundaries of these areas do not require protection unless detachable cargo piping connections are arranged above or below.
Boundaries of unmanned forecastle structures not containing high fire-risk items or equipment do not require water -spray protection. 7. exposed lifeboats, liferafts and muster stations facing the cargo area, regardless of distance to cargo area; and 8. any semi -enclosed cargo machinery spaces and semi-enclosed cargo motor room.
Ships intended for operation as listed in 1.1.10 ( i.e. for periods at a fixed location in a re -gasification and gas discharge mode or a gas receiving, processing, liquefaction and storage mode) shall be subject to special consideration (see 11.3.3.2). from higher areas.
Stop valves shall be fitted in the main supply line(s) in the water -spray system, at intervals not exceeding 40 m, for the purpose of isolating damaged sections.
Alternatively, the system may be divided into two or more sections that may be operated independently, provided the necessary controls are located together in a readily accessible position outside the cargo area.
A section protecting any area included in 11.3.1.1 and .2 shall cover at least the entire athwartship tank grouping in that area.
Any gas process unit(s) included in 11.3.1.3 may be served by an independent section. 11.3.4 The boundaries of superstructures and deckhouses normally manned, and lifeboats, liferafts and muster areas facing the cargo area, shall also be capable of being served by one of the fire pumps or the emergency fire pump if a fire in one compartment could disable both fire pumps. 11.3.5 Water pumps normally used for other services may be arranged to supply the water -spray system main supply line. 11.3.6 All pipes, valves, nozzles and other fittings in the water -spray system shall be resistant to corrosion by seawater.
Piping, fittings and related components within the cargo area (except gaskets) shall be designed to withstand 925°C.
The water -spray system shall be arranged with in-line filters to prevent blockage of pipes and nozzles.
In addition, means shall be provided to back -flush the system with fresh water. 11.3.7 Remote starting of pumps supplying the water-spray system and remote operation of any normally closed valves in the system shall be arranged in suitable locations outside the cargo area, adjacent to the accommodation spaces and readily accessible and operable in the event of fire in the protected areas.
The vessel operator should have developed a maintenance plan for the vessel’s fire protection systems and fire-fighting systems and appliances which should include the water -spray system for cooling, fire prevention and crew prote ction on deck.
Maintenance tasks may include: • Periodic removal of the installed orifice plates and piping end caps and flushing any debris from the system. • Cleaning the in-line filters. • Flushing the system with fresh water. • Drying the system to prevent internal corrosion.
['Inspect the space(s) containing the remote controls for the water', 'spray system for cooling, fire prevention and crew protection on deck.', 'Review the operating instructions for the system posted in the space(s) and verify that the system valves and controls are properly marked and set.', 'Review inspection and servicing data available in the space(s).', 'Inspect the system piping, particularly on the underside, for external indications of corrosion and for patching.', 'Examine a random sample of nozzles for evidence of clogging by debris.', 'Request an accompanying crew member to randomly check the isolating valves and stop valves to verify they are operating freely.', 'If necessary, review the records of inspections, tests and maintenance carried out contained in the maintenance plan.', 'Interview the accompanying officer to verify their familiarity with the purpose and operation of the water spray system with reference to: o Starting the pumps. o The purpose and location of the isolating valves and stop valves.
Expected Evidence', '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 water', 'spray system for cooling, fire prevention and crew protection on deck.
Potential Grounds for a']
Industry Guidance OCIMF/ICS: International Safety Guide for Oil Tankers and Terminals Sixth Edition 10.13.4 Equipment maintenance A responsible person should examine all respiratory equipment at regular intervals.
Defects should be made good promptly and a record should be kept of inspections and repair.
Air cylinders should be recharged as soon as possible after use.
Air cylinders that are damaged or corroded should be removed from service and either repaired or replaced.
All cylinders should be hydrostatically tested as required by the appropriate administration’s regulation Masks and helmets should be cleaned and disinfected after use.
Any repair or maintenance must be carried out strictly according to the manufacturer’s instructions. 10.13.5 Stowage Breathing apparatus should be stowed fully assembled in a place where it is readily accessible.
Air cylinders should be fully charged, and the adjusting straps kept slack.
Units should be available for emergencies in different parts of the ship. 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 comp letion of the testing. 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 Administration. (These guidelines set out requirements applicable to breathing apparatus for: • Weekly tests and inspections. • Annual tests and inspections. • Five-year hydrostatic testing. and firefighter’s outfits for: • Monthly tests and inspections.) 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 10.2.1 Ships shall carry at least two fire-fighter's outfits. 10.2.3 In addition, in tankers, two fire -fighter's outfits shall be provided. 10.2.5 Two spare charges shall be provided for each required breathing apparatus.
Passenger ships carrying not more than 36 passengers and cargo ships that are equipped with suitably located means for fully recharging the air cylinders free from contamination, need carry only one spare charge for each required apparatus. 10.3 Storage of fire-fighter's outfits 10.3.1 The fire- fighter's outfits or sets of personal equipment shall be kept ready for use in an easily accessible location that is permanently and clearly marked and, where more than one fire-fighter's outfit or more than one set of personal equipment is carried, they shall be stored in widely separated positions. 10.4 Fire-fighter's commun ication For ships constructed on or after 1 July 2014, a minimum of two two-way portable radiotelephone apparatus for each fire party for fire -fighter's communication shall be carried on board.
Those two-way portable radiotelephone apparatus shall be of an explosion -proof type or intrinsically safe.
Ships constructed before 1 July 2014 shall comply with the requirements of this paragraph not later than the first survey after 1 July 2018.
Chapter II -2 Regulation 15 Instructions, onboard training and drills 2.2.6 An onboard means of recharging breathing apparatus cylinders used during drills shall be provided or a suitable number of spare cylinders shall be carried onboard to replace those used.
IACS: UI SC275 Rev.1 2016 Suitable number of spare air cylinders to be provided in connection with drills.
SOLAS II -2/15.2.2.6 (as added by Res.
MSC.338(91), applicable from 01 July 2014) Interpretation “A suitable number of spare cylinders” to be carried on board to replace those used for fire drills shall be at least one ‘set of cylinders’ for each mandatory breathing apparatus, unless additional spare cylinders are required by the shipboard safety management system (SMS). ‘Set of cylinders’ means the number of cylinders which are required to operate the breathing apparatus.
No additional cylinders are required for fire drills for breathing apparatus sets required by SOLAS Reg. II -2/19, IMSBC Code, the IBC Code or IGC Code.
IACS: UI SC291 Safe Type requirements for two -was portable radiotelephone apparatus for fire -fighter’s communications (SOLAS Regulation II -2/10.10.4) IMO: FSS Code Chapter 3 2.1 Fire-fighter’s outfit A fire -fighter's outfit shall consist of a set of personal equipment and a breathing apparatus.
Personal equipment shall consist of the following: 1. protective clothing of material to protect the skin from the heat radiating from the fire and from burns and scalding by steam.
The outer surface shall be water -resistant. 2. boots of rubber or other electrically non-conducting material. 3. rigid helmet providing effective protection against impact. 4. electric safety lamp (hand lantern) of an approved type with a minimum burning period of 3 hours.
Electric safety lamps on tankers and those intended to be used in hazardous areas shall be of an explosion- proof type1; and 5. axe with a handle provided with high-voltage insulation. 2.1.2 Breathing apparatus 2.1.2.1 Breathing apparatus shall be a self -contained compressed air breathing apparatus for which the volume of air contained in the cylinders shall be at least 1,200 l, or other self -contained breathing apparatus which shall be capable of functioning for at least 30 min.
All air cylinders for breathing apparatus shall be interchangeable. 2.1.2.2 Compressed air breathing apparatus shall be fitted with an audible alarm and a visual or other device which will alert the user before the volume of the air in the cylinder has been reduced to no less than 200 l. 2.1.3 Lifeline For each breathing apparatus a fireproof lifeline of at least 30 m in length shall be provided.
The lifeline shall successfully pass an approval test by statical load of 3.5 kN for 5 min without failure.
The lifeline shall be capable of being attached by means of a snap- hook to the harness of the apparatus or to a separate belt in order to prevent the breathing apparatus becoming detached when the lifeline is operated.
UK MCA: MSIS 12 Fire protection arrangements.
For the guidance of surveyors in surveying fire protection arrangements to ensure compliance with requirements cover ing merchant ships. 9.1.11 Cylinder inspection 9.1.11.1 Each cylinder must be checked to ensure that it is within its recertification period and not due for periodic testing. 9.1.11.2 Steel cylinders should be inspected internally, externally and hydrostat ically tested at intervals not exceeding 5 years. 9.1.11.3 Carbon composite cylinders, referred to in paragraph 9.1.9.2, should be similarly inspected and hydrostatically tested at intervals specified by the manufacturer or after a period not exceeding 5 years.
The normal design lifetime of a carbon composite cylinder is 15 to 20 years.
The vessel operator should have developed a procedure for the use and maintenance of firefighter’s outfits and self - contained breathing apparatus which defined: • The frequency and method of inspection and testing of the equipment. • Use of the compressor for recharging cylinders, where fitted. • The provision of two-way portable radiotelephone apparatus for each fire party for firefighter's communication.
Although SOLAS recommends 'widely separated positions', firefighting training advocates that breathing apparatus should be used by personnel in pairs. is satisfactory.
['Check the firefighter’s outfit storage areas and verify that the firefighter’s outfit(s) were prepared for immediate use.', 'Check the inventory and condition of a selected firefighter’s outfit.', 'Check the associated SCBA and verify that: o It had been serviced and inspected in accordance with the maintenance plan. o The bottle was fully charged. o The correct number of fully charged spare bottles were available. o The harness and facemasks had been extended for ease of donning.', 'Interview the accompanying officer to verify their familiarity with the use and maintenance of the SCBA and compressor with reference to: o Full cylinder endurance. o Correct cylinder filling pressure. o Cylinder changing and recharging. o Hygiene requirements.', 'If the vessel was provided with a breathing air compressor verify that: o A usage log was being maintained. o It had been serviced and inspected in accordance with the maintenance plan. o A process was in place to test the air quality at a defined interval. o Where bottles of different pressures were to be filled, detailed instructions for preventing of overfilling of bottles were available and understood.', 'If necessary, review the records of inspections, tests and maintenance carried out contained in the maintenance plan.', 'Request that an officer or rating demonstrates: o The donning of the SCBA. o The test for equipment air leaks. o The testing of the mask seal with the face. o The testing of the low air alarm.
Note: This question is not focused on the additional SCBAs required by the IGC and Chemical Codes.
Expected Evidence', 'The vessel’s maintenance plan for vessel’s fire protection systems and firefighting systems and appliances.', 'The records of inspections, tests and maintenance carried out on: o The firefighter’s outfits. o The SCBAs. o The spare SCBA cylinders. o The breathing air compressor including air quality checks.
Potential Grounds for a']