Vessel Inspection Questionnaire PDF

VESSEL INSPECTION QUESTIONNAIRE FOR BULK OIL,
CHEMICAL TANKERS AND GAS CARRIERS
CONTENTS
PART 1
Chapter 1. General Information
Chapter 2. Certification and Documentation
Chapter 3. Crew Management
Chapter 4. Navigation
Chapter 5. Safety Management
Chapter 6. Pollution Prevention
Chapter 7. Structural Condition
Chapter 8. Cargo and Ballast System
Chapter 9. Inert Gas and Crude Oil Washing System
Chapter 10. Mooring
Chapter 11. Communications and Electronics
Chapter 12. Engine Room and Steering Gear
Chapter 13. General Appearance and Condition
Chapter 14. Ship to Ship Transfer
Chapter 15. Chemical Tankers Supplement
Chapter 16. Gas Carrier Supplement
Chapter 17. Combination Carrier Supplement
PART 2 Reference Section
NOTE : All chapters similar to above , only chapter 14 does not exist in part 2.
Chapter 1. General Information
Index
Number Requested Information
1.1 Name of vessel
Avoid using prefixes when entering the vessel’s name
unless that prefix is actually a part of the registered name
of the ship. (e.g. avoid MT/MV/LNG etc.)
1.2 IMO Number
Ref: SOLAS XI/3; IMO-Res.A.600 (15)-IMO Ship
Identification Number Scheme.
1.3 Flag
If the vessel has changed flag within the past 6 months,
record the date of change and the previous flag in the
Additional Comments.
1.4 Maximum Deadweight (Metric Tonnes)
1.5 Year vessel delivered
1.6 Name of OCIMF inspecting company
1.7 Date of inspection
1.8 Port of inspection
1.9 Time Inspector boarded vessel
Where the inspection has been split into more than one
session or it was carried out by more than one Inspector,
the fact should be noted in the Additional Comments.
1.10 Time Inspector departed vessel
1.11 Name of Inspector
Although the name of the Inspector is included, this
information is for use by the inspecting company only and
will not be transmitted to SIRE.
1.12 Vessel’s operation at time of inspection
Loading, Discharging, Bunkering, Ballasting, Deballasting,
At anchor, Idle, River transit, At sea, Repairs afloat, In dry
dock, STS loading, STS discharging.
1.13 Product(s) being handled
Crude oil, Dirty petroleum products(low flash point), Dirty
petroleum products (high flash point), Clean petroleum
products, Vegetable oils, Animal oils, Chemicals, Liquefied
gas, Other (specify).
1.14 Is an up to date OCIMF Vessel Particulars
Questionnaire (VPQ) available on board and
in the possession of OCIMF Inspecting
Company or SIRE.
A fully and correctly completed copy of the VPQ should be
on board and available to the Inspector. If not, comment
on the Operator’s intentions to rectify this. The operator
may contact OCIMF(SIRE) in order to obtain a copy of the
VPQ software. Tel: +44 (0)20 7654 1219
1
1.15 Vessel type
Tanker (Pre-MARPOL), Tanker (Post-MARPOL, Crude
>20,000 dwt), Tanker (Post-MARPOL Products .30,000
dwt), Tanker (CBT), Tanker (SBT), Chemical carrier Type I,
Chemical carrier Type II, Chemical carrier Type III, LPG
carrier (Fully pressurised), LPG carrier (Semi-pressurised),
LPG carrier (Fully-refrigerated), Ethylene carrier, LNG carrier,
OBO, Ore-Oil.
1.16 Hull type
Single Hull, Double Hull, Double Sides, Full Breadth Double
Bottom, Centre Tank Double Bottom, Protective Location.
1.17 Name of the vessel’s Operator

The term `Operator` should be taken to be the technical
manager. The question requires the organisation with the
day to day responsibility for the running of the vessel.
1.18 Address of the vessel’s Operator
1.19 Telephone number +

1.20 Facsimile number +
1.21 Date the current Operator assumed
responsibility for the vessel
1.22 Address to which a copy of report should be
sent if different from 1.18
1.23 Name of OPA-90 Qualified Individual (QI)

The name of the OPA-90 Qualified Individual must be
recorded in the VRP.
1.24 Telephone number of QI +
1.25 Facsimile number of QI +
1.26 Expiry Date of USGC Letter of Compliance or
Tank Vessel Examination Letter (TVEL)
This question should be answered `NA` if the vessel does
not trade to the USA.
1.27 Classification Society
A Classification Society Class Certificate must be available
and the periodic surveys must have been carried out.
If the vessel has changed Class within the past 6 months,
record the date of change and the previous Classification
Society in Additional Comments.
1.28 Date departed from last dry dock
1.29 Date next special survey due month/year
1.30 Date of the last port State control inspection
1.31 Port of the last port State control inspection
Ref: SOLAS XI/4, IMO Res. A787(19)
1.32 Name of the vessel’s P and I club
2
1.33 Additional Comments
If the Inspector has comments in the respect of the subject
matter covered by the Chapter additional to those which the
Inspector may make in response to the specific key
questions in the Chapter, the Inspector should include such
additional comments in this section.
3
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Vessel Inspection Questionnaire

for
Bulk Oil, Chemical Tankers
and
Gas Carriers
Second Editions – 2000
Part Two
Reference
Section
94
95
1. GENERAL INFORMATION
1.2 IMO Number

SOLAS XI/3
Regulation 3
Ship Identification number
1 This regulation applies to all passenger ship of 100 gross tonnage and upwards and to all cargo ships of 300 gross
tonnage and upwards.*
2 Every ship shall be provided with an identification number which conforms to the IMO ship identification number
scheme adopted by the Organization.
3 The ship’s identification number shall be inserted on the certificates and copies thereof issued under regulation 1/12
regulation 1/13.
4 For ships constructed before 1 January 1996, this regulation shall take effect when a certificate is renewed on or
after 1 January 1996.
*Refer to the IMO ship identification number scheme adopted by the Organization by Resolution A.600(15)
IMO-Res.A600 (15)-IMO Ship Identification Number Scheme.
RESOLUTION A.600(15)
ADOPTED ON 19 NOVEMBER 1987
ANNEX
IMO SHIP IDENTIFICATION NUMBER SCHEME
INTRODUCTION
1 The purpose of the scheme is to enhance maritime safety pollution prevention and to facilitate the prevention of
maritime fraud. If is not intended to prejudice matters of liability, civil law or other commercial consideration in the
operation of a ship. The scheme may be applied by Administrations on a voluntary basis for new and existing ships, under
their flag, engaged in international voyages. Administrations may also wish to assign the IMO numbers to ship engaged
solely on domestic voyages and to insert the number in the national certificates.
APPLICATION
2 The scheme applies to seagoing ship of 100 gross tonnage and above, with the exception of the following :
- Vessel solely engaged in fishing ;

- Ship’s without mechanical means of propulsion ;
- Pleasure yachts ;
- Ships engaged on special service */1 ;
- Hopper barges ;
- Hydrofoils, hovercraft ;
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- floating docks and structures classified in a similar manner ;

- ships of war and troop ships; and
- wooden ships in general
_____________
*/1 For example , lightships , floating radio station , search and rescue vessels.
ASSIGNMENT OF IMO NUMBER
3 The IMO number is a Lloyd’s Register (LR) number, allocated at the time of build or when a ship is first included
in the register, with the prefix IMO (e.g. IMO 8712345). Administration which have decided to implement the scheme are
invited to assign all appropriate ships flying their flags, or cause them to be assigned the IMO numbers and to insert them
on ships’ certificates.
4 For new ships, the assignment of the IMO number should be made when the ship is registered. For existing ships,
the assignment of the IMO number should be made at early convenient date, such as when the renewal survey is completed
or new certificates are issued.
5 Administrations implementing the scheme are invited to inform the Organization accordingly,for circulation to
other Governments.
6 Official publication and other information from LR and Lloyd’s Maritime Information Services (MIS) are source
for referencing the identification number.If the particulars of a ship do not correspond to those shown in the Register of
Ships and its supplement because,for example,the ship had changed its namemor the port State control officer had doubts as
to whether the numbers given on the certificates were genuine,futher clarification may be sought from Lloyd’s Register,the
IMO Secretariat or the flag state.
CERTIFICATES ON WHICH THE IMO NUMBER IS TO BE INSERTED
7 The IMO number should be inserted on a ship’s Certificate of Registry which includes the particulars identifying the
ship,and on all certificates issued under IMO conventions,when and where appropriate.It is recommended that the
IMO number also be inserted in other certificates,Suez and Panama tonnage certificates,when and where
appropriate.The IMO number should preferably be included in the box headed “Distinctive number or letters”in
addition to call sign.
HOW TO OBTAIN THE IMO NUMBER
8 The following information indicates how IMO numbers can be obtained for both new and existing ships.New ships
(on order and under Construction)
9 The IMO number can be obtained by one of the following methods :
9.1 Enquiries addressed to the Maritime Information Publishing Group of LR,by telex or facsimile */2.In making such
enquiry the following particulars, if possible, should be presented :
- Shipyard and yard number or hull number

- Ship name (if known)
- GT /DWT
- Keel-laid date
- Owner,operator/manager and flag
- Basic ship-type */3
- Name and address of enquirer.
_____________
*/2 Telex 888379 Telefax (Fax) No. 01-4884796(GpIII)
*/3 Basic ship-types used by LR include :
Passenger Ferry General cargo

Specialised cargo Cellular container Ro-ro cargo
Bulk Specialised bulk Ore cargo
Gas tanker Gas carrier Tanker
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Specialised tanker Tug Factory

Dredger Sand carrier ORS/Supply
or any combination of these types.
Based on the above information,LR will provide the necessary IMO number free of charge. If there are no data in the LR
new construction file on the ship concerning which the enquiry is made, a new record on that ship will be created and the
LR number will be assigned.
9.2 On-line access to the new construction file through SEADATA (IMO has access to this system).
9.3 Application through LMIS which will provide a service of regular listings of the order book with selected data
items,produced for a client’s specification.
EXISTING SHIPS
10 The following methods are available for obtaining the IMO number:
10.1 The Register of Ships and the 11 cumulative monthly supplements to it published by Lloyd’s register. It is published
in 3 volumes and lists details of over 76,000 merchant ships.
10.2 The weekly list of alteration to the Register of Ships (non-cumulative) produced by Lloyd’s Register.
10.3 On –line access to the Lloyd’s Register Ship Particulars File through the SEADATA system (IMO has access to the
system).
11 For existing shops,LR is prepared to answer ad hoc requests free of charge up to a reasonable point of acceptability.
12 Any information on charges for services mentioned in paragraphs 9 and 10 may be obtained from Lloyd;s Register
of Shipping.
ENQUIRY TO THE IMO SECRETARIAT
13 The IMO number may be obtained free of charge from the IMO Secretariat */4 wich has access to the SEADATA
system. In making such an enquiry to the IMO Secretariat, information on particulars of the ship (as in paragraph 9.1)
should be provided in writing.
___________________________________________________________________________________________________
1.31 Port of last port State control inspection

SOLAS XI/4, IMO Res.A787(19)
SOLAS XI Regulation 4
Port State control on operational requirements
1 A ship in a port of another Contracting Government is subject to control by officers dully authorized by such
Government concerning operational requirements in respect of the safety of ships,when there are clear grounds for
believing that the master and crew are not familiar with essential shipboard procedures relating to the safety of
ships.
2 In the circumstances definited in paragraph 1 of this regulation, the Contracting Government carrying out the control
shall take such steps as will ensure that the ship shall not sail until the situation has been brought to order in
accordance with the requirements of the present Convention.
3 Procedures relating to the Port State control prescribed in regulation I/19 shall apply to this regulation.
4 Nothing in the present regulation shall be construed to limit the right and obligation of a Contracting Government
carrying out control over operational requirements specifically provided for in the regulations.
IMO Res.A787(19)
Refer to document
Chapter 2. Certification and Documentation
2.1 Is the vessel free of outstanding conditions of class Y N NS NA
or other conditions pertaining to statutory
requirements ?
This should be taken to mean “Are there any conditions of class” and
“Are there any memorandum or reccomendations recorded against
vessel relating to structural or hull integrity or serious mechanical
problems”? If conditions of class have not been completed by the
required date, then it should be taken that the Class Certificate has
expired. Record outstanding conditions of class, memoranda or
reccomendations meeting the above criteria and include a description
and due dates as appropriate. The latest classification listing/status of
surveys available on board should be examined and the date of the
issue recorded. Particular attention should be paid to class records
regarding bottom pitting, in which case comment as to the extent and
measures taken to arrest further development if required. Comments if
records indicate that measures have been taken to address or restore
loss of longitudinal or transverse strength through corrosion by repairs,
and report the existence of doublers anywhere within the vessel’s
structure.
Comments:
2.2 Are all tatutory certificates, where applicable, valid? Y N NS NA

Ref: MSC Circular 704. 21Sept. 1995
Statutory certificates, where applicable, should be valid and in date.
They should be either written in Englishor have English translation to
accompany each certificate. Include in the Comments the authority
that issued DoC and the SMC. These may be different organisations,
but the name of the Operator must be the same on both.
Comments:
Sub-questions
STATUTORY CERTIFICATES CONVENTION OR VALIDITY ANNUAL
REGULATION PERIOD SURVEY
2.2.1 Certificate of Registry
2.2.2 Document of Compliance (DoC) SOLAS IX, ISM Code 5 yrs Intermediate
2.2.3 Safety Management Certificate (SMC) SOLAS IX, ISM Code 5 yrs Intermediate
2.2.4 Safety Equipment Certificate SOLAS 1/8 1/12 (a) 2/5 yrs Yes
(iii)
2.2.5 Safety Radio Certificate SOLAS 1/9 1/12 (a) 12 Mo or Yes if 5 yrs
(iv) 5 Yrs
2.2.6 Safety Construction Certificate SOLAS 1/10 1/12 5 yrs Yes
(a) (ii)
2.2.7 Loadline Certificate LOADLINE Art 16-19 5 yrs Yes
2.2.8 International Tonnage Certificate TonnageConv(1969)
2.2.9 IOPP Certificate MARPOL Anex I 5.1 5 yrs Yes
Is Form A or B permanently attached
to the IOPP Certificate ?
2.2.10 Minimum Safe Manning Certificate SOLAS V/13
2.2.11 Civil Liability Convention (1969)
Certificate
The name of the Owner should be the
same as that on the Certificate of Registry
1
2.2.12 Civil Liability Convention (1992)
Certificate
The name of the Owner should be the
same as that on the Certificate of Registry
2.2.13 U.S. Certificate of Financial
Responsibility (CoFR)
2.2.14 Certificate of Fitness (Chemicals) BCH Code 1.5, 1.6
2.2.15 Noxious Liquids Certificate MARPOL Annex II 12
2.2.16 Certificate of Fitness (Gas) GC Code 1.5, 1.6
Note that under the Harmonised System Safety Equipment and Radio Certificates may be issued for 5 years,
and that the three SOLAS certificates (2.2.4, 2.2.5 and 2.2.6) may be on the same form.
2.3 Does the vessel maintain a library of policies, Y N NS NA

procedures and publications ?
The latest editions of the listed publications, as applicable to the vessel,
should be on board . Key elemnts of the ISM Code which should be
incorporated into the Operators Manuals are that they should be
relevant to the ship, user friendly, written in the working language of
the crew, and that they should contain a safety and environmental
policy, emergency procedures, the master’s and crew’s responsibilities,
shipboard operation plans, records of non-conformities and corrective
action, maintenance programmes, auditing and reviews, and
programmes of drills
Comments:
Sub-questions
2.3.1 Operator’s ISM Manuals
2.3.2 IMO Safety of Life at Sea Convention (SOLAS ’74)

2.3.3 IMO International Convention on Standard of Training, Certification and
Watchkeeping for Seafarers, 19787 as ammended in 1995 (STCW Conv.)
2.3.4 ICS Guide to Helicopter/Ship operations
2.3.5 OCIMF Guidelines for the Control of Drug & Alcohol on Board Ships
2.3.6 ICS Bridge ProceduresGuide

2.3.7 IMO International Regulations For Preventing Collision at sea (COLREGS)
2.3.8 Nautical Institute Bridge Team Management
2.3.9 IMO Ship’s Routeing
2.3.10 IMO In ternational Code of Signals
2.3.11 OCIMF Mooring Equipment Guidelines

2.3.12 OCIMF Effective Mooring
2.3.13 IMO International Convention for the Prevention of Pollution from Ships
(MARPOL 73/78)
2.3.14 OCIMF/ICS/IAPH International Sagety Guide for Oil Tankers and
Terminals (ISGOTT)
2.3.15 OCIMF/ICS Clean Seas Guide for Oil Tankers
2.3.16 OCIMF Reccomendations for Oil Tanker Manifolds and Associated Equipm.
2.3.17 OCIMF/ICS Prevention of Oil Spillages Through Cargo P/Room Sea Valves
2.3.18 OCIMF/ICS Ship to Ship Transfer Guide (Petroleum)
2.3.19 USCG Regulations for Tankers (USCG 33 CFR/46 CFR)
2.3.20 IMO International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk (IBC Code)
2
2.3.21 IMO Code for Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (BCH Code)
2.3.22 ICS Tanker Safety Guide (Chemicals)
2.3.23 Medical First Aid Guide for Use in Accidents involving Dangerous Goods
(MFAG)
2.3.24 IMO International Code for Construction& Equipment of Ships Carrying

Liquified Gases in Bulk (IGC Code)
2.3.25 IMO Code for the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk (GC Code)
2.3.26 IMO Code for Existing Ships Carrying Liquefied Gases in Bulk (EGC Code)
2.3.27 ICS Tanker Safety Guide (Liquefied Gas)
2.3.28 OCIMF/ICS/SIGTTO Ship to Ship Transfer Guide (Liquefied Gas)
2.3.29 SIGTTO Liquefied Gas Handling Principles on Ships and Terminals
2.3.30 SIGTTO Guide to Pressure Relief Valve Maintenance and Testing

If the Inspector has comments in respect of the subject matter covered by the Chapter additional
to those which the Inspector may make in response to the specific key questions in the Chapter,
the Inspector should include such additional comments in this section.
3
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2. CERTIFICATION AND
DOCUMENTATION
2.2 Are all statutory certificates, where applicable, valid ?

IMO MSC/Circ.704
21 September 1995
LISTING OF CERTIFICATES AND DOCUMENTS REQUIRED

TO BE CARRIED ON BOARD SHIP
1 The Facilitation Committee, at its nineteenth session, developed a list of certificates and documents required to be
carried on board ships together with a brief description of the purpose of the certificates and other relevant
documents.This work was carried out in connection with the provisions of section 2 of the annex to the FAL.
Convention concerning formalities required of shipowners by public authorities on the arrival,stay and departure of
ships.The Facilitation Committee considered that these provisions should not be read as precluding a requirement
for the presentation for inspection by the appropriate authorities of certificates and other documents carried by the
ship pertaining to its registry,measurement,safety,manning,classification and other related matters.
2 The Marine Environment Protection Committee,at its thirteth session,considered the listing of certificates and
documents required to be carried on board shops to be complete,useful and informative and expressed its
appreciation to the Facilitation Committee for the work carried out.
3 The Marine Safety Committee,at its fifty-ninth and sixtieth session,considered the listing and made a number of
amendments pertaining to its scope of work.The listing,as approved by Maritime Safety Committee at its sixtieth
session on the recommendation of the joint MSC/MEPC workink group on survey certification and the Facilitation
Committee at its twenty-first session,was circulated under symbol FAL.2/Circ.35,MEPC/Circ.257 and
MSC/Circ.593.
4 Due to amendments to the SOLAS Convention 1974,as amended,which entered into force on 1 January 1994 and 1
January 1996 respectively,and the MARPOL Convention 73/78,as amended,which entered into force on 28
February 1994,the listing had to be revised with respect to sections 2, 3 and 7.The revised listing is set out at annex.
5 Administrations are invited to note the information provided in the annex and take action as appropriate.
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ANNEX
CERTIFICATES AND DOCUMENTS REQUIRED TO BE CARRIED ON BOARD SHIPS

(Note : All certificates to be carried on board must be originals)
1 All ships
International Tonnage Certificate (1996) Tonnage
An International Tonnage Certificate (1996) shall be issued to every ship.the gross Convention
And net tonnage of wich have been determined in accordance with Convention. article 7
International Load Line Certificate LL

An International Load Line Certificate shall be issued under provisions of the Convention
International Convention on Load Line,1996,to every ship which has been article 16
Surveyed and marked in accordance with the Convention.
An International Load Line Examption Certificate shall be issued to any ship to LL

Which an exemption has been granted under and in accordance with article 6 of the Convention
Load Line Convention. article 6
Intact stability booklet

All ships of 24 metres and over shall be inclined on completition and the elements of SOLAS 1974
their stability determined.The master shall be supplied with a Stability Booklet regulation
containing such information as is necessary to enable him,by rapid and simple II- 1/22
procedures,to obtain accurate guidance as to the ship under varying conditions of
loading.
Minimum safe manning document

Every ship to which chapter I of the Convention applies shall be provided with an SOLAS 1974
Appropriate safe manning document or equivalent issued by the Administration as (1989
Evidence of the minimum safe manning. amendments)
regulation
V/13(b)
Certificates for masters,officers or ratings

Certificates for masters,officers or ratings shall be issued to those candidates who, STCW 1978
to the satisfaction of the Administartion,meet the requirements for service,age, article VI
medical fitness,training,qualifications and examinationa in accordance with the
provisions of the Annex to the Convention on Standards of Training,Certification
and Watchkeeping for Seafarers,1978.Certificates for masters and officers,issued
in compliance with this article,shall be endorsed by the issuing Administration in
the form prescribed in regulation ½ of the Annex.
International Oil Pollution Prevention Certificate

An international oil pollution prevention certificate shall be issued after survey in MARPOL 73/78
accordance with regulation 4 of Annex I of MARPOL 73/78,to any oil tanker of 150 Annex I,
grt and above and any other ship of 400 grt and above which are engaged in voyages regulation 5
to ports or offshore terminals under the jurisdiction of other Parties to MARPOL
73/78.The certificate is supplemented with a Record of Construction and Equipment
for Ships other than Oil Tankers (Form A) Record of Construction and Equipment
for Oil Tankers (Form B),as appropriate.
Oil Record Book

Every oil tanker of 150 grt and above and every ship of 400 grt and above other than MARPOL 73/78
an oil tanker shall be provided with an Oil Record Book,Part I (Machinery space Annex I
operations).Every oil tanker of 150 grt and above shall also be provided with an Oil regulation 20
Record Book,Part II (Cargo/ballast operations).
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2 In addition to the certificates listed in section 1 above, passenger ships must carry :
Passenger Ship Safety Certificate*
A certificate called a Passenger Ship Safert Certificate shall be issued after SOLAS 1974
inspection and survey to a passenger ship which complies with the requirements of reg.1/12.as
chapters II-I, 11-2,III and W and any other relevant requirements of SOLAS 1974.A amended by the
record of equipment for the Passenger Ships Safety Certificate (Form P) shall be GMDSS
permanently attached. Amendments
• The form of the Certificate and its Record of Equipment may be found in the GMDSS
amendments to SOLAS 1974.
Exemption Certificate*
When an exemption is granted to a ship under and in accordance with the provisions SOLAS 1974
of SOLAS 1974, a certificate called an Exemption Certificate shall be issued in regulation 1/12
additions to the certificates listed above.
Special trade passenger ships

A form of safety certificate for special trade passenger,issued under the STP Agreement
Provisions of the Special Trade Passenger Ships Agreement,1971. regulation 6
Special Trade Passenger Ships Space Certificate issued under the provisions of the SSTP 73
Protocol on Space Requirements for Special Trade Passenger Ships,1973. rule 5
3 In addition to the certificates listed in section 1 above, cargo ships must carry :
Cargo Ship Safety Construction Certificate **

A certificate called a Cargo Ship Safety Construction Certificate shall be issued after SOLAS 1974
survey to a cargo ship of 500 gross tonnage and over which satisfies the regulation II/12,
requirements for cargo ship on survey, set out in regulation I/10 of SOLAS 1974, as amended by the
and complies with the applicable requirements of chapters II-2, other than GMDSS
those relating to fire-extinguishing appliances and fire control plan. Amendments
Cargo Ship Safety Equipment Certificate ***

A certificate called a Cargo Ship Safety Equipment Certificate shall be issued after SOLAS 1974
survey to a cargo ship of 500 gross tonnage and over which complies with the regulation II/12,
relevant requirements of chapters 11-I, 11-2 and III and any other relevant as amended by the
requirements of SOLAS 1974.A record of equipment for the Cargo Ship Safety GMDSS
equipment Certificate (Forn E) shall be permanently attached. Amendments
• SLS. 14/Circ.54 refers to the issue of exemption certificates.
** The form of the Certificate may be found in the GMDSS amendments to SOLAS 1974.
*** The form of the Certificate and its Record of Equipment may be found in the (GMDSS amendments to SOLAS 1974.
Cargo Ship Safety Radio Certificate*

A certificate called a Cargo Ship Safety Radio Certificate shall be issued after survey SOLAS 1974
to cargo ship of 300 gross tonnage and over, fitted with a radio installation, regulation II/12
including those used in life-saving appliances which complies with the requirements as amended by the
of chapters III and IV and any other relevant requirements of SOLAS 1974.A record GMDSS
of equipment for the Cargo Ship Safety Radio Certificate (Form R) shall be amendments
permanently attached.
Exemption Certificate **
When an exemption is granted to a ship under and in accordance with the provisions SOLAS 1974
Of SOLAS 1974,a certificate called an Exemption Certificate shall be issued in regulation II/12
addition to the certificates listed above.
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Document of compliance with the special requirements for ships carrying

Dangerous goods
An appropriate document as evidence of compliance with the construction and SOLAS 1974
equipment requirements of that regulation. regulation II
2/54.3
Dangerous goods manifest or stowage plan

Each ship carrying dangerous goods shall have a special list or manifest setting SOLAS 1974
forth, in accordance with the classification set out in regulation VII/2, the dangerous regulation
goods on board and the location thereof. A detailed stowage plan which identifies by VII/5(5)
class and sets out the location of all dangerous goods on board, may be used in place MARPOL 73/78
of such a special list or manifest. A copy of one of these documents shall be made Annex III,
available before departure to the person or organization designated by the port State regulation 4
authority.
Document of authorization for the carriage of grain

A document of authorization shall be issued for every ship loaded in accordance SOLAS 1974
with the regulation of the International Code for the Safe Carriage of Grain in Bulk regulation VI/9
either by the Administration or an organization recognized by it or by a Contracting International Code
Government on behalf of the Administration. The document shall accompany or be for the Safe
incorporated into the grain loading manual provided to enable the master to meet the Carriage of Grain
stability requirements of the Code. in Bulk,
section 3
• The form of the Certificate and its Record of Equipment may be found in the GMDSS amendments to SOLAS 1974.
** SLS. 14/Circ.54 refers to the issue of exemption certificates.
Certificate of insurance or other financial security in respect of civil liability for

Oil pollution damage
A certificate attesting that insurance or other financial security is in force shall be CLC 69,
issued to each ship carrying more than 2,000 tons of oil in bulk as cargo. It shall be article VII
issued or certified by the appropriate authority of the State of ship’s registry after
determining that the requirements of article VII, paragraph 1, of the CLC
Convention have been complied with.
Enhanced survey report file*

A survey report file and supporting documents complying with paragraphs 6.2 and MARPOL 73/78,
6.3 of annex A and annex B of resolution A.744(18) – Guidelines on the enhanced Annex I,
programme of inspection during surveys of bulk carriers and oil tankers. Regulation 1 13G
SOLAS L974,
REGULATION X1/2
4 In addition to the certificates listed in section 1 and 3 above, where appropriate, any ship
Carrying noxious liquid chemical substances in bulk shall carry :
International Pollution Prevention Certificate for the Carriage Noxious Liquid

Substances in Bulk.( NLS CERTIFICATE)
An international pollution [revention certificate for the carriage of noxious liquid MARPOL 73/78
substances in bulk ( LS certificate) shall be issued, after survey in accordance with Annex II,
the provisions of regulation 10 of Annex II of MARPOL 73/78, to any ship carrying regulation 12 and
noxious liquid substances in bulk and which is engaged in voyages to ports or 12 a
terminals under the jurisdiction of other Parties to MARPOL 73/78.In respect of
chemical tankers, the Certificate of Fitness for the Carriage of Dangerous
Chemical in Bulk, issued under the provisions of the Bulk Chemical Code and
International Bulk Chemical Code, respectively, shall have the same force and
Receive the same recognition as the NLS certificate.
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• Subject to entry into force of the amendments adopted by the 1994 SOLAS Conference on 24 May 1994.
Cargo record book

Every ship to which Annex II of MARPOL 73/78 applies, shall be provided with MARPOL 73/78
a Cargo Record Book, whether as part of the ship’s official log book or otherwise, Annex II,
in the form specified in appendix IV to the Annex. regulation 9
5 In addition to certificates listed in section 1 and 3 above, where applicable, any chemical
tanker shall carry :
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

A certificate called a Certificate of Fitness for the Carriage of Dangerous BCH Code
Chemicals in Bulk, the model form of which is set out in the appendix to the Bulk Section 1.6
Chemical Code, should be issued after an initial or periodical survey to a
chemical tanker engaged in international voyages which complies with relevant
requirements of the Code.
Note : The Code is mandatory under Annex II of MARPOL 73/78 for chemical tankers constructed before
1 July 1986.
Or
International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

A certificate called an International Certificate of Fitness for the Carriage of BCH Code
Dangerous Chemicals in Bulk, the model form of which is set out in the appendix Section 1.6
to the International Bulk Chemical Code, should be issued after an initial or
periodical survey to a chemical tanker engaged in international voyages which
complies with the relevant requirements of the Code.
Note : The Code is mandatory under both chapter VII of SOLAS 1974 and Annex II of MARPOL 73/78
for chemical tankers constructed on or after 1 July 1986.
6 In addition to the certificates listed in section 1 and 3 above, where applicable, any gas
Carrier shall carry :
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk

A certificate called a Certificate of Fitness for the Carriage of Liquefied Gases in GC Code
Bulk, the model form of which is set out in the appendix to the Gas Carrier Code, section 1.6
should be issued after an initial or periodical survey to a gas carrier which
complies with the relevant requirements of the Code.
or
International Certificate of Fitness for the Carriage of Liquefied Gases in

Bulk
A certificate called an International Certificate od Fitness for the Carriage of GC Code
Liquefied Gases in Bulk, the model form of which is set out in the appendix to section 1.5
the International Gas Carrier Code, should be issued after an initial or periodical
survey to a gas carrier which complies with the relevant requirements of the
Code.
Note : The Code is mandatory under chapter VII of SOLAS 1974 for gas carrier constructed on or after 1
July 1986.
7 In addition to yhe certificates listed in section 1 and 3 above,where applicable, high speed
Crafts must carry : *
High Speed craft safety certificate

103
A certificate called a High Speed Craft Safety Cerificate should be issued after SOLAS 1974,
completion of an initial or renewal survey to a craft which complies with the regulation X/3;
requirements of the High Speed Certificate (HSC) Code in its entirety. HSC Code
paragraph 1.8
Permit to Operate High Speed Craft

A certificate called a Permit to Operate high Speed Craft should be issued to a HSC Code
craft which complies with the requirements set out in paragraphs 1.2.2 to 1.2.7 paragraph 1.9
and 1.8 of the HSC Code.
• Subject to entry into force of the amendments adopted by the 1994 SOLAS Conference on 24 May
1994.
Miscellaneous other certificates
Special purpose ships
Special purpose ships safety certificate

A certificate may be issued after survey in accordance with the provisions of A.534 (13)
paragraph 1.6 of the Code for Special Purpose Ships.The duration and validity of
the certificate should be governed by the respective provisions for cargo ship in
SOLAS 1974. If a certificate is issued for a special purpose ship of less than 500
Tons gross tonnage, this certificate should indicate to what extent relaxations in
Accordance with 1.2 were accepted.
Additional Certificate for Offshore Supply Vessels

When carrying such cargoes, offshore supply vessels should carry a Certificate of A.673 (16),
Fitness under the ”Guidelines for the Transport and Handling of Limited MARPOL 73/78,
Amounts of Hazardous and Noxious and Liquid Substances in Bulk on Offshore Annex II,
Support Vessels” regulation 13 (4)
If an offshore supply vessel carries only noxious liquid substances, a suitably

endorsed International Pollution Prevention Certificate for the Carriage of
Noxious Liquid Substances in Bulk may be issued instead of the above
Certificate of Fitness.
Diving system
Diving system safety certificate

A certificate should be issued either by the Administration or any person or A.536 (13),section
organization duly authorized by it after survey or inspection to a diving system 1.6
which complies with the requirements of the Code of Safety for Diving Systems.
In every case, the Administration should assume full responsibility for the
certificate.
Dynamically supported craft
Construction and Equipment Cerificate

To be issued after survey carried out in accordance with paragraph 1.5.1.(a) of the A.373 (X),section
Code of Safety for Dynamically Supported Craft. 1.6
Mobile Offshore Drilling Units
Safety certificate
To be issued after survey carried out in accordance with the provisions of the A.414 (XI),
Code for the Construction and Equipment of Mobile Offshore Drilling Units, section 1.6
1979, or, for units constructed on or after 1 May 1991, the Code for the A.649 (16)
Construction and Equipment of Mobile Offshore Drilling Units, 1989. section 1.6
104
Noise levels
Noise Survey Report

A noise survey report should be made for each ship in accordance with the Code A.468 (XII),
on Noise Levels on Board Ships. section 4.3
Safety Equipment Certificate

SOLAS 1/8 1/12 (a) (iii)
(a) The life-saving appliances, except a radiotelegraph installation in a motor lifeboat or a portable radio apparatus for
survival craft, the echo-sounding device, the gyro compass, the fire extinguishing appliances and the inert gas system of
cargo ship to which chapters II-1, II-2, III and IV apply, shall be subject to initial and subsequent survey as prescribed for
passenger ships in regulation 7 of this chapter with the substitution of 24 months for 12 months in subparagraph (a)(ii) of
that regulation.The fire control plans in new ships and the pilot ladders, mechanical pilot hoists, lights, shapes and means of
making sound signals carried by new and existing ships shall be included in the survey for the purpose of ensuring that they
comply fully with the requirements of the present regulations and, where applicable, the International Regulations for
Preventing Collisions in sea in force.
(b) Intermediate surveys shall be made for tankers of ten years of age and over, within three months before or after the
anniversary date of the Cargo Ship Safety Equipment Certificate, to ensure that equipment specified in paragraph (a) of this
regulation has been maintained in accordance with regulation 11 of this chapter and that it is in good working condition.
Such intermediate surveys shall be endorsed on the Cargo Ship Safety Equipment Certificate issued in accordance with
Regulation 12 (a)(iii) of this chapter.
(Referance is made to the Record of approved cargo ship safety equipment (SLS.14/Circ.1).
(Referance is made to the Guidelines on Mandatory Annual Surveys, Unscheduled Inspections of all Cargo Ships as well as
Intermediate Surveys on Tankers of Ten Years of Age and Over, under the Protocol of 1978 relating to the International
Convention for Safety of Life At Sea, 1974 (resolution A.413 (XI) as amended by resolution A.465 (XII) ).
SOLAS 1/12 (a) (iv)

(iii) A certificate called a Crgo Ship Safety Equipment Certificate shall be issued after inspection to a cargo ship which
complies with the relevant requirements of chapters II-1, II-2 and III and any other relevant requirements of the present
regulation. (Reference is made to the circular concerning issue of supplements and attachements (PSLS.2/Circ.1).
Safety Radio Certificate

SOLAS 1/9 1/12 (a) (iv)
The radio installation of cargo ships including those used in lifesaving appliances to which chapters III and IV apply shall
besubject to initial and subsequent surveys as provided for passenger ships in regulation 7 of this chapter.
SOLAS I/12 (a) (iv)
A certificate called c Cargo Ship Safety Radiotelegraphy Certificate shall be issued to a cargo ship which complies with the
requirements of chapter IV and any other relevant requirements of the present regulations.
Safety Construction Certificate (1)

SOLAS I/10, 1/12 (a) (ii)
SOLAS I Regulation 10
(a) The hull, machinery and equipment (other than items in respect of which Cargo Ship Safety Equipment Certificates
or Cargo Ship Safety Radiotelegraphy Certificates are issued) of a cargo ship shall be surveyed on completion and thereafter
in such a manner as the Administration may consider necessary in order to ensure that their condition is is all respects
satisfactory and at the following intervals :
(i) At intervals specified by the Administration but not exceeding five years (Periodical surveys);
(ii) In addition to such periodical surveys a tanker of ten years of age and over shall undergo a minimum of one
intermediate survey during the period of validity of its Cargo Ship Safety Construction Certificate. In cases
where only one such intermediate survey is carried out in any one certificate validity period, it shall be held
not before six months prior to, not later than six months after, the half-way date of the certificate’s period of
validity.
105
(b) The initial and periodical survey shall be such as to ensure that the arrangements, material and scantling of the
structure, boilers and other pressure vessels, their appurtenances, main and auxiliary machinery including steering gear and
associated control system, electrical installation and other equipment are in all respects satisfactory for the service for which
the ship is intended. Such surveys shall, in case of tankers, also include inspection of the outside of the ship’s bottom, pump-
rooms, cargo and bunker piping system, vent piping,pressure vacuum valves and flame screen.
(c) The intermediate survey of tankers of on ten years of age and over shall include inspection of steering gear equipment
and associated control system, pump-rooms, cargo and bunker piping system on deck and in pump-rooms, vent piping,
pressure vacuum valves and flame screens, the electrical installation in dangerous zones, and the outside of the ship’s
bottom, In addition to the visual inspection of the electrical installation, the insulation resistance of the electrical equipment
in dangerous zones is to be tested. If upon examination, there should be any doubt as to condition of the piping, extra
measures, such as pressure tests and thickness determination, shall be taken as necessary. Such intermediate surveys shall be
endorsed on the Cargo Ship Safety Construction Certificate issued in accordance with regulation 12 (a)(ii) of this chapter.
(d) A survey, either general or partial according to the circumstances, shall be made when required after an investigation
prescribed in regulation 11 of this chapter, or whenever any important repairs or renewals are made. The survey shall be such
as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such
repairs or renewals are in all respects satisfactory, and that the ship is fit to proceed to sea without danger to the ship or
persons on board.
(Reference is made to the Guidelines on Mandatory Annual Surveys, Unscheduled Inspections of all Cargo Ships as well as
Intermediate Surveys on Tankers of Ten Years of Age and Over, under the Protocol of 1978 relating to the International
Convention for the Safety of Life At Sea, 1974 ( resolution A.413 (XI) as amended by resolution A.465 (XII)). (Reference is
made to the circular concerning inspection of the outside of the ship’s bottom (PSLS.2/Circ.5).
SOLAS 1/12 (a)(ii)

A certificate called a Cargo Ship Safety Construction Certificate shall be issued after survey to a cargo ship which satisfies
the requirements for cargo ship on survey set out in regulation 10 of this chapter and complies with the applicable
requirements of chapters II-1, and II-2 other than those to fire-extinguishing appliances and control plans.
Loadline Certificate
LOADLINE Art. 16-19 incl.
Article 16
Issue of Certificates
(1) An International Load Line Certificate (1996) shall be issued to every ship which has been surveyed and marked in
accordance with the present Convention.
(2) An International Load Line Exemption Certificate shall be issued to any ship to which an exemption has been granted
under and in accordance with paragraph (2) or (4) of Article 6.
(3) Such certificates shall be issued by the Administration or by any person or organization duly authorized by it. In
every case, the Administration assumes full responsibility for the certificate.
(4) Notwithstanding any other provision of the Present Convention, any international load line certificate which is current
when the present Convention comes into force in respect of the Government of the State whose flag the ship is flying shall
remain valid for two years or until it expires, whichever is earlier. After that time an International Load Line Certificate
(1996) shall be required.
Article 17
Issue of Certificate by another Government
(1) A Contracting Government may, at the request of another Contracting Government, cause a ship to be surveyed and
If satisfied that the provisions of the present Convention are complied with, shall issue or authorize the issue of an
International Load Line Certificate (1996) to the ship in accordance with the present Convention.
(2) A copy of the certificate, a copy of the survey report used for computing the freeboard, and a copy of the
computation shall be transmitted as early as possible to the requesting Government.
(3) Acertificate so issued must contain a statement to the effect that it has been issued at the request of the Government
of the state whose flag the ship is or will flying and it shall have the same force and receive the same recognition as a
certificate issued under Article 16.
106
(4) No International Load Line Certificate (1996) shall be issued to a ship which is flying the flag of a State the
Government of which is not a Contracting Government.
Article 18
Form of Certificates
(1) The certificates shall be drawn up in the official languages of the issuing country. If the language used is
neither English nor French, the text shall include a translation into one of these languages.
(2) The form of the certificates shall be that of the models given in Annex III. The arrangement of the printed part of
each model certificate shall be exactly reproduced in any certificates issued, and in any certified copies therof.
Article 19
Duration of Certificates
(1) An International Load Line Certificate (1966) shall be issued for a period specified by the Administration, which
shall not exceed five years from the date of issue.
(2) If, after the periodical survey referred to in paragraph (1) (b) of Article 14, a new certificate cannot be issued to the
ship before the expiry of the certificate originally issued, the person or organization carrying out the survey may extend the
validity of the original certificate for a period which shall not exceed five months. This extension shall be endorsed on the
certificate, and shall be granted only where there have no alteration in the structure, equipment, arrangements, material
or scantling which affect the ship’s freeboard.
(3) An International Load Line Certificate (1996) shall be cancelled by the Administration if any of the following
Circumstances exist :
(a) Material alteration have taken place in the hull or superstructures of the ship such as would necessitate the
assignment of an increased freeboard.
(b) The fittings and appliances mentioned in sub-paragraph (c) of paragraph (1) of Article 14 are not
maintained in an effective condition.
(c) The certificate is not endorsed to show that the ship has been inspected as provided in sub-paragraph (c) of
Paragraph (1) of Article 14 ;
(d) The structural strength of the ship is lowered to such an extent that the ship is unsafe.
(4) The duration of an International Load Line Exemption Certificate issued to a ship exempted under paragraph (4) of
Article 6 shall be limited to the single voyage for which it is issued.
(5) A certificate issued to a ship by an Administration shall cease to be valid upon the transfer of such a ship of another
State.
IOPP Certificate
MARPOL 73/78 Annex I 5(1)
Issue of Certificate
(1) An International Oil Pollution Prevention Certificate shall be issued, after survey in accordance with the provisions of
regulation 4 of this Annex, to any oil tanker of 150 tonnes gross tonnage and above and any other ships of 400 tonnes gross
tonnage and above which are engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the
Convention. In the case of existing ships this requirement shall apply twelve months after the date of entry into force of the
present Convention.
Cert of Insurance in Respect of Civil Liability for Oil Pollution ( CLC )(2)
LIABILITY (VII)(2)
A certificate attesting that insurance or other financial security is in force in accordance with the provisions of this
Convention shall be issued to each ship. It shall be issued or certified by the appropriate authority of the state of the ship’s
registry after determining that the requirements of paragraph 1 of this Article have been complied with. This certificate shall
be in the form of the annexed model and shall contain the following particulars :
1 name of ship and port of registration;
2 name and principle place of business of owner;
3 type of security;
4 name and principle place of business of insurer or other person giving security and, where appropriate, place of
business where the insurance or security is established;
107
5 period of validity of certificate which shall not be longer than the period of validity of the insurance or other
security.
Paragraph 1
The owner of a ship registered in a Contracting State and carrying more than 2,000 tonnes of oil in bulk as cargo shall be
Required to maintain insurance or other financial security, such as the guarantee of a bank or a certificate delivered by an
International compensation fund, in the sums fixed by applying yhe limits of liability prescribed in Article V,paragraph 1 to
cover his liability for pollution damage under this Convention.
USCG 33 CFR.138.2 (F)

(f) Certificate means a Certificate of Financial Responsibility (Water Pollution), Form CG-5358-10 issued by the US
Coast Guard under this part.
USCG 46 CFR 130.3 (A)

(a) No vessel shall use any port or place in, or the navigable watersof, the United States, unless that vessel has a
Certificate covering that vessel and its operator.
(Refer to the current version of USCG 33 CFR and USCG 46 CFR.).(Refer to USCG 33 CFR Parts 154, 155. 156.)
USCG Letter of Compliance or date of last TVE

USCG 46 CFR 2.01-6.SOLAS 1/19
USCG 46 CFR 2.01-6

Certificate Issued to Foreign Vessels
(a) Issuance of certificates. Upon Completion of an examination of a foreign vessel, one or more of the following
certificates is issued by the officer in Charge,Marine Inspection;
(1) CG-4504-Control Verification for Foreign Vessel-issued to a foreign vessel that is registered in a country which is
signatory to the International Convention for the Safety of Life at Sea, 1974.
(2) CG-2832A—Letter of Compliance-issued to a foreign vessel that is suitable for carriage of hazardous cargoes in bulk
as defined in 46 Code of Federal Regulation, subchapter 0 and is in compliance with Tankship Cargo Venting and Handling
System and Minimum Pollution Prevention Regulations and Transfer Procedures (33 CFR parts 155, 156, 157 and 159), and
Navigation Safety Inspection Regulations (33 CFR part 164).
(3) CG-840S-1—Tank Vessel Examination Letter-issued to a foreign vessel that is suitable for carriage of cargoes as
Defined in 46 Code of Federal Regulations,subchapter D and is in compliance with Tankship Crgo Venting and Handling
System and Minimum Safety Standards (SOLAS 74—46 CFR part 35), Pollution Prevention Regulations and Transfer
Procedures (33 CFR parts 155, 156, 157 and 159), and Nvigation Safety Regulation (33 CFR part 164).
(4) Foreign vessel of countries which are non-signatory to the International Convention for the Safety of Life at Sea,
1974, are issued a Temporary Certificate of Inspection ( CG-841) as described in 2.01-5.
(b) Description of Certificates.

(1) CG-4504-control Verification for Foreign Vessels-describes the vessel, type of certificate required by the
International Convention for the Safety of Life at Sea, 1974, country issued by and its expiration date. The period of validity
of a control verification for foreign vessel is stated on the certificate.
(2) CG-2832A-Letter of Compliance-describe the vessel and the period for which the letter is valid.
(3) CG-840S-1-Tank Vessel Examination Letter-describe the vessel and if there are any deficiencies as to applicable
regulations at the time the vessel was examined. If there are deficiencies they are listed in an attachement to this letter (CG-
840S-2). The Tank Vessel Examination Letter is valid for a period of 1 year from the date the examination is completed.
(4) Temporary Certificate of Inspection (CG -854) and Certificate of Inspection (CG-841) are amended as provided for in
2.01-5(c).
(CGD 77-014, 44 FR 5316, Jan.25,1979, as amended by CGD 90-008, 55 FR 30659,July 26, 1990)
SOLAS 1 Regulation 19
Control
(a) Every ship when in a port of another Party is subject to control by officer duly authorized by such Government in so far
as this control is directed towards verifying that the certificates issued under regulation 12 or regulation 13 of this chapter are
valid.
108
(b) Such certificates, if valid, shall be accepted unless there are clear grounds for believing that the condition of the ship or of
its equipment does not correspond substantially with the particulars of any of the certificates or that the ship and its
equipment are not in compliance with the provisions of regulation 11 (a) and (b) of this chapter.
(c)In the circumstances given in paragraph (b) of this regulation or where a certificate has expired or ceased to be valid, the
officer carrying out the control shall take step to ensure that the ship shall not sail until it can proceed to sea or leave port for
the purpose of proceeding to the appropriate repair yard without danger to the ship or person on board.
(d) In the event of this control giving rise to an intervention of any kind, the officer carrying out the control shall forthwith
inform, in writing, the Consul or, in his absence, the nearest diplomatic representative of the State whose flag the ship is
entitled to fly of all the circumstances in which intervention was deemed necessary. In addition, nominated surveyors or
recognized organizations responsible for the issue of the certificates shall also be notified. The facts concerning the
intervention shall be reported to the Organization.
(e) The port State authority concerned shall notify all relevant information about the ship to the authorities of the next port of
call, in addition to parties mentioned in paragraph (d) of this regulation, if it is unable to take action as specified in
paragraphs (c) and 9d) of this regulation or if the ship has been allowed to proceed to the next port of call.
(f) When exercising control under this regulation all possible efforts shall be made to avoid a ship being unduly detained or
delayed. If a ship is thereby unduly detained or delayed it shall be entitled to compensation for any loss or damage suffered.
Chapter 3. Crew Management
The way officers and crew work together as a team should be noted, and co-operation and communication
between officers and crew evaluated. Do all parties share a common goal to operate the vessel safely and
efficiently ? All officers should possess valid certificates or licences appropriate to their rank, which should
be revalidated every 5 years(STCW Convention I/11 and A.1/11).
Certificates should be in the official language of the issuing country, which should include a translation into
English (STCW Convention Article VI(2))
If the officer’s Certificates are not issued by the same Administration as a the Flag State of the vessel, then
an endorsement (or a separate document) is required which attests to the recognition of that certificate by
the vessels Administration. An Administration may allow a seafarer to serve for a period not exceeding 3
months, provided that documentary proof of an application is readily available. (STCW Convention Reg I/2
and I/10). However , a Party may continue to issue, recognise and endorse certificates in accordance with
the previous provisions until 1st February 2002. Officers should also have either Dangerous Cargo
Endorsements or the satisfactory training specified in STCW. (STCW Convention V/1-1.1 and 1.2).
The four senior officers should have completed an approved specialised training programme (STCW
Convention V/1-2.2) unless the two year rule applies. (STCW Convention V/!-3)
If the master has been promoted within the last 12 months, describe in the Comments how he obtained his
ship handling experience for this class of vessel. For example, did he serve as chief officer on this or a sister
vessel? If neither of these, how was the ship handling experience obtained.
3.1 Are the officers and crew suitably qualified and is Y N NS NA

their training and experience adequate ?
If the Master has been promoted within the last 12 months, describe in
the Comments how he obtained his ship handling experience for this
class of vessel.
Comments:
Sub-questions
3.1.1 Qualification of Officers Complete Following Matrix
QUALIFICATION OF
MASTER C/O 2/O 3/O X/O C/E 1/E 2/E 3/E 4/E
OFFICERS
Nationality 3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 3.1.6 3.1.7 3.1.8 3.1.9 3.1.10
Certificate of
3.1.11 3.1.12 3.1.13 3.1.14 3.1.15 3.1.16 3.1.17 3.1.18 3.1.19 3.1.20
Competency
Issuing Country
(National or 3.1.21 3.1.22 3.1.23 3.1.24 3.1.25 3.1.26 3.1.27 3.1.28 3.1.29 3.1.30
Administration)
Administration
3.1.31 3.1.32 3.1.33 3.1.34 3.1.35 3.1.36 3.1.37 3.1.38 3.1.39 3.1.40
acceptance
DCE (or proof of 3.1.41
3.1.42 3.1.46 3.1.47 3.1.48
satisfactory STCW Advanced
Adv.
3.1.43 3.1.44 3.1.45
Adv. Adv. Adv.
3.1.49 3.1.50
training) (Adv)
Years with Operator 3.1.51 3.1.52 3.1.53 3.1.54 3.1.55 3.1.56 3.1.57 3.1.58 3.1.59 3.1.60
Years in Rank 3.1.61 3.1.62 3.1.63 3.1.64 3.1.65 3.1.66 3.1.67 3.1.68 3.1.69 3.1.70
Years on this type of

3.1.71 3.1.72 3.1.73 3.1.74 3.1.75 3.1.76 3.1.77 3.1.78 3.1.79 3.1.80
tanker
Years on all types of
tankers
Months on the vessel
3.1.81 3.1.82 3.1.83 3.1.84 3.1.85 3.1.86 3.1.87 3.1.88 3.1.89 3.1.90
this tour of duty
English proficiency
3.1.8.91 3.1.92 3.1.93 3.1.94 3.1.95 3.1.96 3.1.97 3.1.98 3.1.99 3.1.100
(Good , Fair and Poor)
Comments
The figure in ‘Years on all types of tanker’ should indicate the seafarer’s total service on petroleum, chemical
and gas tankers, and, if significant, should include service on combination carriers whilst in the ‘wet’ mode.
3.2 Does the actual manning meet or exceed the Y N NS NA
Minimum Safe Manning Certificate requirements?
Ref: SOLAS V Reg. 13. IMO Res. A.481(XII). IMO Res
A.680(17)
Record in the Comments the Minimum Safe Manning Certificate
requirement for both officers and ratings, and the actual manning levels
on board.
If the vessel’s complement is at the minimum allowed by the Minimum
Safe Manning Certificate, the Operator’s policies for controlling the
maximum hours worked and fatigue reduction, should be reviewed and
reported on.
Comments:
Sub-questions
3.2.1 Does the operator have a policy to control hours worked and to
minimise fatigue?
Administration should consider the instruction of a requirement that
records of hours of work or rest of seafarers should be maintained.
(STCW b-VII/1.4)
3.3 Are the Minimum Safe Manning or Radio Certificate Y N NS NA

requirements with respect to radio qualifications
met?
Ref: IMO Res A.703(17).
If a radio officer is not carried, one or more officers, subject to the
requirements of the flag State Administration, are required to be on
board holding appropriate certificate.
Comments:
3.4 Are the crew able to communicate effectively with Y N NS NA

the officers in a common language?
Record the common working language in the Comments.
Comments:
3.5 Does the Operator have a Drug and Alcohol policy Y N NS NA

meeting OCIMF Guidelines?
Ref: OCIMF Guidelines for the Control of Drugs and Alcohol on
Board Ship (1995)
Comments:
3.6 What is the defined maximum level of blood alcohol
content? mg/100ml
Comments:
3.7 What is the frequency of:

(1) unannounced drug testing; Drug testing Mo.
(2) unannounced alcohol testing; and, Alcohol testing Mo.
(3) routine medical examinations? Medical Exam Mo.
The frequency of unannounced testing should be sufficient so as to
serve as an effective deterrent to abuse.
(OCIMF Guidelines foe the Control of Drugs and Alcohol Onboard
Ship)
3.8 What was the date of the last unannounced alcohol Date:
test?
3.9 What was the date of the last unannounced drug Date:
test?
3.10 Does the Operator provide a training policy Y N NS NA

exceeding statutory requirements?
Ref: IMO Res A.680(17).
Record in the Comments the training, (e.g. ship handling, navigation,
bridge team training, electronics, instrumentation). This can include
formal courses, in house or on-board training, and the regulated use of
videos.
Comments:

109
3. CREW MANAGEMENT.
3.2 Does the actual manning meet or exceed the Minimum

Safe Manning Certificate requirements ?
SOLAS V Reg.13
IMO Res. A481, (XII)
IMO Res. A680, (17)
SOLAS V Regulation 13
Manning
(a) The Contracting Governmets undertake, each for its national ships, to maintain, or, if it is necessary, to adopt,
measures for the purpose of ensuring that, from the point of view of safety of life at sea, all ships shall be sufficiently and
efficiently manned.
(b) Every ship to which chapter 1 of this Convention applies shall be provided with an appropriate safe manning
document or equivalent issued by the Administration as evidence of the minimum safe manning considered necessary to
comply with the provisions of paragraph (a).
IMO Res. A.481(XII) – Principles of Safe Manning
Resolutions from the twelfth Assembly of IMO, November 1981.
IMO RESOLUTION A.481(XII)

ADOPTED 19 NOVEMBER 1981
PRINCIPLES OF SAFE MANNING
THIS DOCUMENT QUOTES THE ANNEXES TO RES.A.481(XII)
ANNEX 1
CONTENTS OF MINIMUM SAFE MANNING DOCUMENT
The following information should be stated in the document, in whatever form, which is issued by the Administration
Specifying minimum safe manning. If the language used is not English the information given should include a translation
Onto English:
.1 a clear statement of the ship’s name, its port of registry and its distinctive number or letters;
.2 a table showing the numbers and grades of the personnel required to be carried, together with any special conditions
or other remarks;
.3 a formal statement by the Administration that, having regard to the principles and guidelines set out in this resolution
and in Annex 2, the ship named in the document is considered to be safety manned if, whenever it proceed to sea, it carries not
less than the number and grades of personnel shown in the document, subject to any special conditions stated therein;
.4 a statement as to any limitations on the validity of the document by reference to particulars of the individual ship and
the nature of service upon which it is engaged;
.5 the date of issue and expiry date of the document together with a signature for the seal of the Administration.
110
ANNEX 2
GUIDELINES FOR THE APPLICATION OF PRINCIPLES OF SAFE MANNING
1 INTRODUCTION
1.1 These Guidelines should be used in applying the basic principles of safe manning to ensure the safe operation of ships
covered by Article III of the 1978 STCW Convention. This application may differ depending upon such factors as:
.1 voyage description including trade or trades in which the ship is involved, length and nature of voyage, and waters;
.2 number, size (Kw) and type of main propulsion units and auxiliaries;
.3 size of ship;
.4 construction and technical equipment of ship.
1.2 These Guidelines are applicable only to masters and to officers and ratings in the deck and engine departments.*
*The mandatory requirements for the carriage of radio officers and radio telephone operators are contained in the SOLAS
Conventions and the ITU Radio Regulations.
1.3 In applying these Guidelines an Administration should bear in mind that there should be sufficient number of
qualified personnel to meet peak work-load situation and conditions with due regard to the number of hours of shipboard
duties and rest periods that may be assigned to a seafarer.
1.4 An Administration may retain or adopt arrangements which differ from the provisions herein recommended and
which are especially adapted to technical developments and to special types of ships and trades. However, at all times the
Administration should satisfy itself that the detailed manning arrangements ensure a degree of safety at least equivalent to
That established by these guidelines.
2 BRIDGE WATCHKEEPING
Principle : The capability to maintain a safe navigational watch in accordance with Reg. II/1 of the 1078 STCW Convention
and also to maintain general surveillance of the ship.
2.1 In addition to navigational and collision avoidance duties, the officer in charge of the navigational watch who is in
Effective control of the ship should exercise general surveillance over the ship and should take all possible precaution to
Avoid pollution of the marine environment. This surveillance will include, for example, the investigation of evidence of fire
and unusual noises, security of cargo, general safety of crew members when working in exposed location, the general
watertight integrity of the ship and action in the event of man overboard.
2.2 The bridge watch should consist of a least one officer qualified to take charge of a navigational watch and a least
one qualified or experienced seaman provided that:
.1 the watch complies with the requirements of Reg.II/1 of the 1978 STCW Convention, particulary paragraphs 4 and 9;
.2 when an automatic pilot is used, the helmsman may be released for other duties subject to the provisions of Reg.19,
Chapter V of the 1974 SOLAS Convention;
.3 except in ships of limited size the provisions of qualified deck officers should be such that it is not necessary for the
master to keep regular watches;
.4 except in ships of limited size a three watch system should be adopted.
2.3 Where the bridge watch consist of one officer nd one seaman, there should be the capability to provide futher
assistance at any time if the officer of the watch requires additional help. The seaman delegated to provide such assistance
should be readily available and fit for duty.
3 MOORING AND UNMOORING
Principle : The capability to moor an unmoor the ship effectively and safely.
3.1 The number of person required for mooring a ship varies from very few, in respect of a ship fitted with sophisticated
mooring equipment, to a large number in ships where it is necessary to manhandle ropes and wires.
3.2 At each end of the ship there should be sufficient persons to enable them to accept and effectively secure a tug and to
Send away, tension and secure lines and backsprings. Any necessary operations should be capable of being performed at
Bow and stern simultaneously. All other mooring required are solely a function of time and not of additional manpower.
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3.3 Where a ship is regularly trading to a port where the mooring operation is known to be particularly exacting in terms of
manpower, suitable provision of extra personnel should be made.
3.4 Details of any operations in which a ship is required to adopt a sophisticated mooring pattern involving the use of
anchors should be clearly established. It will then be possible to identify simultaneous operations and enable adequate
manpower to be provided for the peak workload.
3.5 If a ship is required to moor to another when both are underway, as in the case of some lightening operation, the
workload involved should be analysed and manpower provided for the peak workload condition.
3.6 In case where a number of variations of mooring procedures are required to performed, or where any unusual or
onerous operations may be contemplated, each should be evaluated in term of the manpower necessary for its safe
accomplishment.
4 WATERTIGHT INTEGRITY
Principle: The capability to operate all watertight closing arrangements and maintain them in effective condition and also to
deploy a competent damage control party.
4.1 Assessment should commence with an examination of the ship’s plans to identify the areas where the watertight
Integrity of the ship is effected by means of closing appliances.
4.2 The demands of each closing appliance or system of closing appliances should be evaluated in terms of the physical
workload required for its operations during an emergency or with the onset of heavy weather.
4.3 A damage control party composed of assigned personnel with appropriate skills should be available to respond to
Emergencies involving damage or loss of watertight integrity.
5 SAFETY EQUIPMENT, MUSTERING AND DISEMBARKATION
Principle : The capability to operate all on-board fire equipment and life-saving appliances, to carry out such maintenance of
this equipment as is required to be done at sea, and to muster and disembark passengers, non-essential personnel and other
crew members.
5.1 The application of this principle varies in accordance with the diversity and range of equipment involved. The
manpower requirements can be decided only by considering the workload involved in a particular ship..
5.2 Each ship should have an emergency organisation which include the allocation of personnel for fire parties, boat
preparation parties and man overboard emergencies. A list of duties should be posted on board and the crew exercised in
emergency drills in accordance with the requirements of the 1974 SOLAS Convention.
5.3 In the case of ships carrying a large number of passengers in proportion to crew, the manpower required is usually
dictated by emergency situations where passengers need to be mustered and disembarked in an orderly manner. This is
dependent upon the internal arrangement of the ship, the equipment fitted, and the maximum number of person involved. The
most demanding phase in regard to manpower requirements is normally either the initial emergency phase of the abandon ship
phase. Both phase should be carefully considered.
5.4 The master and all crew members have a duty to assist in any emergency affecting the ship or in rendering assistance
to persons on other ships in distress.
6 STATIONARY OR NEAR-STATIONARY SHIPS
Principle : The capability to manage the safety functions of the ship when employed in a stationary or near-stationary mode at
sea.
6.1 At present such ships are mainly concerned with offshore exploration and development activities where by the nature of
their operations they may carry a large number of specialised personnel with limited knowledge of the maritime
environment. It is important that such ships carry a nucleus of adequately trained marine crew to instruct the specialised
personnel in the use of safety equipment and evacuation procedures and to assist in the event of an emergency.
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6.2 Support services for specialised personnel and their particular requirements should be so arranged as to avoid making
demands upon the marine crew, which are unrelated to safety.
6.3 All personnel carried on board should be organized and practised in the actions to be taken in typical emergency
situations. Some of these emergency situations will involve their specialist activities.
7 ENGINEERING WATCHKEEPING
Principle : The capability to maintain a safe engineering watch at sea in accordance with Reg.III/1 of the 1978 STCW
Convention and also to maintained general surveillance of spaces containing main propulsion and auxiliary machinery.
7.1 The designated duty engineer officer is in effective charge of the engineering watch and should exercise general
surveillance over the main propulsion machinery, essential ship’s equipment and system necessary for the safe operation of the
ship’s main plant and auxiliary machinery, and avoidance of pollution of the marine environment.
7.2 The engineering watch should consist of not less than one duly qualified enginneer officer and may include appropriate
engine-room ratings; it should conform with the requirements of Reg.III/1 of the 1978 STCW Convention. In designating
the number of personnel assigned to engineering watches, account should be taken of the following :
.1 the number, size (kW) and type of the main propulsion and auxiliary units over which surveillance is to be maintained
and the number of machinery spaces containing these units;
.2 the adequacy of internal communication;
.3 except in ships of limited propulsion power the provision of qualified engineer officers should be such that it is not
necessary for the chief engineer to keep regular watches;
.4 except in ships of limited propulsion power a three watch system should be adopted.
Watch arrangements on ships permitted to operate with a reduced manning level based upon automated or periodically
unattended operation should be consistent with approval permitting such operation.
7.3 The designated duty engineer officer or other engine room personnel should not be required to keep a watch in an engine
room alone or enter the main machinery spaces alone, unless their safety can be confirmed to the navigating bridge at frequent
intervals, either by means of a monitoring system or other equivalent acceptable to the Administration.
8 OPERATION AND MAINTENANCE OF MACHINERY
Principle : The capability to operate the main propulsion and auxiliary machinery and maintain it in safe condition to enable the
ship to overcome the foreseeable perils of the voyage.
8.1 There should be a sufficient number of qualified personnel to :

.1 operate the main propulsion machinery,essential ship’s equipment and systems necessary for the safe operation of the
ship’s main plant abd auxiliary machinery and to carry out routine maintenance of such machinery,equipment and systems;
.2 meet the possible need to continue the safe operation of the ship for a limited period on a manually operated basis, in the
event of an automation or instrumentation failure.
9 SAFETY ARRANGEMENTS IN MACHINERY SPACES
Principle : The capability to maintained the safety arrangements and the cleanliness of machinery spaces to minimise the risk
of fire.
9.1 There should be a sufficient number of designated personnel available to ensure adequate cleanliness of machinery
spaces.
9.2 Manning system may exist whereby crew members, who are not permanently assigned to the engine room
complement, are given training in certain engine room duties and work in the engine room for specified limited periods.
9.3 Such maintenance as is required to be done at sea should be carried out on engine room fire fighting, fire detection and
fire prevention equipment.
IMO Res.A 680,(17),

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ADOPTED ON 6 NOVEMBER 1991

IMO GUIDELINES ON MANAGEMENT FOR THE SAFE OPERATION OF SHIPS AND FOR POLLUTION
PREVENTION
1 INTRODUCTION
1.1 The purpose of these Guidelines is to provide those responsible for the operation of ships (hereinafter called the
“Company”) with a framework for the proper development, implementation and assessment of safety and pollution
prevention management in accordance with good practice.
1.2 The objective is to ensure safety, to prevent human injury or loss of life, and to avoid damage to the environment, in
particular, the marine environment, and to property.
1.3 Shipping is a varied industry. No two shipping companies are the same ships operate under a wide range of
different conditions. These Guidelines, therefore, are based on general principles and objectives so as to promote evolution
of sound management and operating practices within the industry as a whole.
2 APPLICATION
2.1 These Guidelines are intended for all companies operating ships and do not seek in any way to define or embrace
detailed regulatory requirements, international or national. It is taken for granted that companies comply with such
requirements.
2.2 These Guidelines are expressed in broad terms so that can have a widespread application. Clearly different
levels of management. Whether shore-based or at sea, will require varying levels of knowledge and awareness of the items
outlined. Persons with particular responsibilities should have detailed and specialist knowledge of their specific tasks.
2.3 These Guidelines are in a recommendatory form only; however, efforts should be made to apply them to the extent
Possible and practicable.
3 BASIC INTERNATIONAL INSTRUMENTS
3.1 The most important means of preventing maritime casualties and pollution of the sea from ships is to design,
construct, equip and maintain ships and to operate them with properly trained crews in compliance with international
conventions and standards relating to maritime safety and pollution prevention.
3.2 To promote hid, a number of conventions and other instruments have been developed by IMO and other international
Organisations, such as :
.1 International Convention for the Safety of Life at Sea (SOLAS);
.2 International Convention for thr Prevention of Pollution from Ships (MARPOL 73/78);
.3 International Convention on Load Lines;
.4 Convention on the International Regulations for Preventing Collisions at Sea (COLREG);
.5 International Convention on Standards of Training Certification and Watchkeeping for Seafarers (STCW);
.6 ILO Convention 147 (Merchant Shipping (Minimum Standards) Convention).
4 MANAGEMENT
GENERAL
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4.1 Safety, pollution prevention and efficiency are integral to good management. They can only be the result of
structured, painstaking policy and a combination of the right skills, knowledge and experience. The direct involvement of
decision-making management in these is vital, its attitude being reflected in Company policy and thus directly in the
work of all the Company employees. The cornerstone of good management is commitment from the top.
4.2 It is the commitment, competence, attitudes and motivation of all individuals engaged in activities pertaining to safety
and pollution prevention al all levels that determine the end result.
4.3 It should be recognised that on board the ship it is the master who has the overriding responsibility for the safe
operation of the ship. It is, therefore, essential to appoint a master competent to command the ship, who is fully conversant
with and dedicated to the maintenance of appropriate safety and environmental protection standards, and to ensure that he is
given all the necessary support and authority to perform his duties properly and safely.
Safety and environmental policy
4.4 Individuals and organisations perform well if certain basic principles are adhered to. These principles are briefly
outlined in the following :
.1 the Company should establish a safety an environmental protection policy with the objectives of safe ship operation
and the prevention of pollution. The policy should state these objectives and set out the means of achieving them, in broad
terms, taking into account the relevant international conventions and national regulations;
.2 the necessary resources and personnel should be provided for the implementation and functioning of the policy and
the achievement of safe operation and pollution prevention, and
.3 the policy should be clearly explained to all employees. Personnel throughout the Company need to understand the
arrangements which have been made and to know which specific duties they have been authorised to carry out, as well as the
level of performance expected. General and specific responsibilities within the Company should be defined explicitly. The
arrangements under which the policy will work should be co-ordinated so as to ensure safe and effective operation.
4.5 In drawing up the policy, account should be taken of the following :
.1 the need for concise guidance and instructions on safe operation and pollution prevention, including maintaining the
condition of ship and equipment to conform with the provisions of relevant statutory and classification rules and
regulations;
.2 the need for good communication both within the ship and between the ship and management ashore;
.3 the fact that competence, attitudes and motivation are decisive factors in safe operation and pollution prevention and
that the performance of individuals is significantly by the quality of the management system, and
.4 the fact that accidents can be prevented by proper planning and execution of operations.
4.6 The policy should be reviewed at regular intervals and amended when necessary to ensure that it remains effective. In
refining the policy, the importance of discussions and co-operation with Administration and organisation representing
shipowners and seafarers should be recognised.
Designated person ashore
4.7 To ensure the safe operation of their ship and to provide a link between the company and those on board, every
company should designate a person ashore having direct access to senior management and with the responsibility for
monitoring the safety and pollution prevention aspects of the operation of their ships and to ensure that adequate resources
and the appropriate shore-based support are provided.
Operations documentation
4.8 Guidance and instructions from the company to the master, officers and crew of their ships should be documented in a
form which is left to the discretion of owners. A list of suggested subjects for documentation is given in appendix 1. This
list is for guidance only and may be varied to take account of the circumstances of the particular ship or its operations. The
documentation should also include a statement that it does not affect the master’s authority to take such action and issue such
orders, whether or not they are in accordance with its contents, that may be considered tp be necessary for the safety of life,
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for the safety of the ship or the prevention of marine pollution. The designated person referred to in 4.7 should be identified
in the appropriate places in the documentation.
Accident reporting
4.9 Accident reporting is essential in order that safe and pollution-free performance can be monitored effectively so that
Corrective action can be taken. The policy should cover the requirements for immediate accident reporting.
4.10 Accidents should be thoroughly investigated and discussed with the personnel involved with a view to avoiding
recurrences. Certain accidents are required to be reported by national law and the policy should remind personnel of their
obligation in this regard.
Suitably qualified seafarers
4.11 Each ship should be manned with qualified, medically fit and suitably experienced seafarers, in accordance with the
Relevant international and national requirements. In addition, the following items should be considered :
.1 ships should be adequately manned for the trade in which they are engaged;
.2 ship’s personnel should have a proper knowledge of the technical aspects of the ship and its operations as necessary for
the performance of their duties, and receive the necessary training for familiarisation with the particular ship or equipment;
and
.3 ship’s personnel should receive the relevant information on safety and pollution prevention in English or in the
languages understood by them.
Other company responsibilities
4.12 The Company, being aware of the basis technical aspects of its ships and trades in which they are engaged, should
be prepared to respond to technical and operational needs. The Company has the responsibility to ensure that defects
identified by the master corrected and, where so required, to notify the Administration and classification societies as
appropriate. The Company should fully recognise the implications of commercial decisions in terms of safe ship operation
and pollution prevention.
5 MASTER
5.1 With regard to safety and environmental protection, the master has the responsibility on board a ship for :
.1 implementing the safety and environmental policy of the Company on the basis of international conventions, codes
and national legislation;
.2 motivating the crew in the execution of the policy;
.3 issuing appropriate orders and instructions in a clear and simple manner ; and
.4 reviewing the safety and pollution prevention procedures.
5.2 In matters of safety and pollution prevention, the master has the overriding authority and discretion to take whatever
Action he considers to be in the best interests of passengers, crew, ship and the marine environment.
5.3 The master has the responsibility to report to the Company such defects and other matters which could affect the safe
operation of the ship or could present a risk of pollution, and which require the assistance of the Company to ensure that they
are rectified.
6 CREW
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Ship’s personnel should comply with the safety and environmental policy of the Company as well as with the international and
orders of the master in this regard. It is their duty to act responsibly to prevent any injury or damage and any pollution of the
marine environment.
7 EMERGENCY DRILLS
Potential emergency situations likely to involve the ship should be analysed and actions to meet them should be practised at
drills. A programme of such drills, including where necessary, drills additional to those required by SOLAS, should be
carried out so as to develop and maintain a confident and proficient team on board to deal with emergencies.
8 FURTHER GUIDANCE
General
8.1 Due regard should be paid to instructions and guidance issued by international and national bodies aimed at ensuring
safe operation and pollution prevention. Documents related to these are, for example :
.1 international conventions, recommendation and codes (see 8.2 and 8.3);

.2 national legislation, codes and guidance generated by ship’s flag State and port States visited by the ship,
.3 classification societies’ rules and regulation (see 8.4); and
.4 guidance issued by international and national industry organisations, insurance companies, etc., both in regard to
general operational practices and to specific technical details (see 8.5).
International conventions, recommendation and codes
8.2 Companies should be familiar with the basic contents of conventions such as those listed under section 3, a brief
resume of which is shown in appendix 2. Furthermore, companies should be acquainted with the relevant codes,
recommendation and guidelines dealing with safety and environmental protection issued by IMO in the form of Assembly
or MSC/MEPC resolution or as MSC/MEPC circulars.
8.3 Companies should also be familiar with other conventions which are incorporated in and published as national
legislation dealing with different aspects of safe ship operation and pollution prevention. Furthermore, Companies should be
familiar with how the Government of the flag State has implemented international and national requirements.
Classification societies
8.4 The various classification societies publish rules and regulations for the classification of ships. In addition, individual
societies also produce guidance notes on various aspects of ship classification and statutory matters. The international
Association of Classification Societies (IACS) also produces and publishes numerous “Recommendations” which provide
guidance on ship maintenance and operation, e.g., Care and survey of hatch covers. Fire prevention in machinery spaces in
ships service. Standards for ships equipment for mooring at single-point moorings. The societies also offer other services
which may contribute to safe operation and pollution prevention.
Industry organisations
8.5 Important and helpful technical guides on efficient and safe ship operations and safe working routines, ship/shore
checklist and navigational checklist have been issued by various industry organisations particularly the International
Chamber of Shipping (ICS), the Oil Companies International Marine Forum (OCIMF), THE society of International Gas
Tanker and Terminal Operators Ltd. (SIGTTO) and the International Association of Independent Tanker Owners
(INTERTANKO).
APPENDIX 1
Suggested subject-matter for operations documentation
A General
Shipboard organisation
Departmental responsibilities
Reporting procedures
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Passenger control, when applicable

Communication between ship and owner
Inspections by masters and senior officers
Provision and maintenance of documents and records
Medical arrangements
Fitness for duty and avoidance of excessive fatigue Operational
and maintenance instructions for equipment, unless provided separately.
B The ship in port
Accepting cargo
Loading and discharging procedures, including those related
to dangerous goods
Harbour watches and patrols
Liaison with shore authorities
Monitoring trim and stability
Procedures when the ship is temporally immobilised
Accidental spillage of liquid cargoes and ship’s bunkers
Use of reception facilities for oil, noxious liquids and garbage
Response to oil pollution incidents
C Preparing for sea
Verification of passengers numbers, when applicable

Checking and recording draught
Checking stability conditions
Assessment of weather conditions
Securing cargo, hatches and all opening in the hull
Tests of engines, steering gear, navigation and
communication equipment
Harbour stations
Documentation of sailing condition
Verification of pollution prevention equipment and
arrangements
D The ship at sea
Bridge and engine-room watchkeeping arrangements

Special requirements in bad weather and fog
Radio communication, including use of VHF
Manoeuvring data, unless provided separately
Emergency procedures other than those covered separately
Security patrols, fire patrols and arrangements
for surveillance
Discharge into sea of oil water from machinery space
bilges, cargo residues from oil tankers, noxious liquid
substances and garbage
Notes :
1 The above list is for guidance only and may be varied to take account of the circumstances of the particular ship or its
operations.
2 The operations documentation should include the statement that its contents do not restrict the master’s authority to
take such steps and issue any orders. Whether or not they are in accordance with the contents of the documentation, which are
considered to be necessary for the preservation of life, the safety of the ship or the prevention of marine pollution.
APPENDIX 2
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MAJOR INTERNATIONAL SHIPPING CONVENTIONS AND RECOMMENDATIONS
Dealing with the ship
SOLAS 74 (International Convention for the Safety of Life at Sea, 1974) as amended, lays down a comprehensive range of
minimum standards for the safe construction of ships and for the basic safety equipment (e.g. fire prevention, navigational,
life-saving and radio) to be carried out board.
SOLAS also contains operational instructions, particularly on emergency procedures, and provides for regular survey and
for the issue certificates of compliance.
The International Bulk Chemical (IBC) and International Gas Carrier

(IGC) Codes are mandatory requirements under SOLAS 74.
MARPOL 73/78 (International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of
1978 relating thereto) as amended, contains measures designed to prevent pollution caused both accidentally and in the
course of routine operations. Five annexes in the Convention cover, respectively, pollution by oil, noxious liquid substances
in bulk, harmful substances carried in packaged forms, sewage and garbage. The International Bulk Chemical (IBC) and the
Bulk Chemical (BCH) Codes are mandatory under MARPOL 73/78.
COLREG (Convention on the International Regulations for Preventing Collisions at Sea, 1972), as amended, lays down the
basic “rules of the road”, such as right of way, safe speed, action to avoid collision, procedures to observe in narrow
channels and in restricted visibility.
International Convention on Load Lines, 1966 sets the minimum permissible freeboard, according to the season of the year
and the trading area of the ship; special ship construction standards are laid down in regard to watertightness.
Dealing with the shipowner.
IMO resolution A.441(XI), IMO invited every State to take the necessary steps to ensure that the owner of ship which flies
the flag of that State provides such State with the current information necessary to enable it to identify and contact the person
contracted or otherwise entrusted by the owner to discharge his responsibilities for that ship in regard to matters relating to
maritime safety and the protection of the marine environment.
Dealing with the seafarer and the ship
ILO Convention 147 (merchant Shipping (Minimum Standards) Convention 1976) requires Administrations to have
effective legislation on safe manning standards, hours of work, seafarers’ competency, and social security. It also sets
employment standards equivalent to those contained in a range of ILO instruments (covering e.g., minimum age, medical
care and examination, social security, training).
Dealing with the seafarer
STCW (International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978) lays down
training, certification and qualification requirements (including syllabuses and sea time) for senior officers; all officers in
charge of watches in the deck, engine and radio departments; and ratings forming part of watch. All such seafarers are
required to have a certificate, endorsed in a uniform manner. It also specifies basic principles to be observed in keeping deck
and engine watches and special qualification requirements for personnel on oil, chemical and liquefied gas tankers.
IMO resolution A.481(XII) (on principles of safe manning) recommended that all Administrations provide each of their
registered ships with a document specifying the minimum number and grades of qualified seafaring personnel required to be
carried from safety standpoint. It gives basic principles and detailed guidance to be observed by Administrations when
assessing the safe manning of ships.
IMO resolution A.443(XI), IMO invited Governments to take the necessary steps to safeguard the shipmaster in the proper
discharge of his responsibilities in regard to maritime safety and the protection of the marine environment by enduring that:
(a) the shipmaster is not constrained by the shipowner, charterer or any other person from taking in this respect
any decision which, in the professional judgement of the shipmaster, is necessary;
(b) the shipmaster is protected by the appropriate provisions, including the right of appeal, contained in inter
alia, national legislation, collective agreements or contracts of employment, from unjustifiable dismissal or other
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unjustifiable action by the shipowner, charterer or any other person as a consequence of the proper exercise of his
professional judgement.
3.3 Are the Minimum Safe Manning or Radio Certificate

requirements with respect to radio qualifications met ?
IMO Res.A703 (17)
RECOMMENDATION ON THE TRAINING OF RADIO OPERATORS RELATED TO THE GENERAL

OPERATOR’S CERTIFICATE
1. GENERAL
1.1 Before training is commenced, the requirements of medical fitness, especially as to hearing, eyesight and speech
Should be met by the candidate.
1.2 The training should be relevant to he provisions of the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW), the provisions of the Radio Regulations annexed to the International
Telecommunications Convention (Radio Regulations) and the provision of the International Convention for the Safety of
Life at Sea (SOLAS) then in force, with particular attention to provisions for the global maritime distress and safety system
(GMDSS). In developing training requirements, account should be taken of knowledge of the following items, which is not
an exhaustive list.
2. THEORY
2.1 Knowledge of the general principals and basic factors necessary for safe and efficient use of all the subsystems and
equipment required in the GMDSS sufficient to support the training requirements listed in the practical section of this annex.
2.2 Knowledge of the use, operation and service areas of the GMDSS subsystems, including satellite system
characteristics, navigational and meteorological warning system and selection of appropriate communication circuits.
3. REGULATION AND DOCUMENTATION
The operator should have knowledge of :
.1 the SOLAS Convention and the Radio Regulations with particular emphasis on;
.1.1 distress, urgency and safety radio communication
.1.2 avoiding harmful interference, particularly with distress and safety traffic;
.1.3 prevention of unauthorised transmissions;
.2 other documents relating to operational and communication procedures for distress, safety and public correspondence
services, including charges, navigational warnings, and weather broadcast in the maritime mobile service and the maritime
mobile-satellite service.
.3 use of the International Code of Signals and the IMO Standard Marine Navigational Vocabulary.
4 WATCHKEEPING AND PROCEDURES
Training should be given in ;
.1 communication procedures and discipline to prevent harmful interference in the GMDSS subsystems
.2 procedures for using propagation prediction information to establish optimum frequencies for communications
.3 radio communications watchkeeping relevant to all GMDSS subsystems, exchange of radio communications traffic,
particularly concerning distress, urgency and safety procedures and radio records;
.4 use of the international phonetic alphabet;
.5 monitoring a distress frequency with simultaneously monitoring or working on at lest one other frequency;
.6 ship position reporting system and procedures;
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.7 communication procedures of the IMO Merchant Ship Search and Rescue Manual (MERSAR) using radio
communications;
.8 radio medical system and procedures
5 PRACTICAL
Practical training should be given in :
.1 correct and efficient operation of all GMDSS subsystems and equipment under normal propagation conditions and
under typical interference conditions
.2 safe operation of all GMDSS communications equipment and ancillary devices, including safety precautions;
.3 accurate and adequate keyboard skills for the satisfactory exchange of communications;
.4 operational techniques for :
.4.1 receiver and transmitter adjustment for the appropriate mode of operation, including digital selective calling and
direct printing telegraphy;
.4.2 antena adjustment and re-alignment as appropriate;
.4.3 use of radio ;ife-saving appliances;
.4.4 use of emergency position indicating radio beacons (EPIRBs).
6 MISCELLANEOUS
The operator should have knowledge of, and/or receive training in :
.1 the English language, both written and spoken, for the satisfactory exchange of communications relevant to the safety
of life at sea,;
.2 world geography, especially the principal shipping routes, services of rescue co-ordination centres (RCCs) and related
communications routes;
.3 survival at sea, the operation of lifeboats, rescue boats, liferafts, buoyant apparatus and their equipment, with special
reference to the radio installation;
.4 preventive measures for the safety of ship and personnel in connection with hazards related to radio equipment,
including electrical radiation, chemical and mechanical hazards;
.5 first aid, including heart-respiration revival technique;
.6 co-ordinated universal time (UTC),global time zones and international data line.
3.5 Does the Operator have a Drug and Alcohol policy

Meeting OCIMF Guidelines ?
OCIMF Guidelines For The Control Of Drugs And Alcohol On Board Ship(1995)
Refer to document.
______________________________________________________________________________________________________
3.10 Does the Operator provide a training policy
exceeding statutory requirements ?
IMO Res.A680(17)
See 3.2
Chapter 4. Navigation
The Operator’s navigation, training and bridge procedures policies should be reviewed. The existence of
established bridge organisation and passage planning procedures and the professional application of ship
handling and navigational practices in compliance with international regulation should be checked. Bridge
manuals and navigation procedures should include general information and requirements on navigation,
bridge organisation, watchkeeping, equipment, pilotage and port arrival and departure procedure.
Compliance with this policies, procedure and bridge organization can be evaluated if there is an opportunity
to sail on the vessel for a short time, otherwise they should be discussed with the master and officers, and
the Inspector should try to ascertain that stated navigational policies are understood and complied with.
Ascertain the crew’s awareness of the danger associated with:
• an inadequate understanding of the way vessels are affected by various forces, particularly squat
and interaction;
• poor bridge organization and an inadequate use of equipment and personnel;
• a lack of passage planning and
• a lack of concentration.
Constant vigilance is one of the most important requirement for successful ship handling and the mariner in
charge must discipline himself to concentrate on the job in hand when using his bridge team to feed him
supportive information;
Navigation equipment should be in an operational condition. Defective navigational equipment can result in
collision or grounding with the consequent risk of pollution. Evidence should be available to show that
periodic checks of navigational equipment are made at sea.
4.1 Is the navigation equipment as fitted appropriate Y N NS NA

for the size of the vessel and in a satisfactory
condition?
Comments:
Sub-questions
4.1.1 Magnetic compass A standard magnetic compass shall be fitted on ship of 150 SOLAS V/12(b)
gt and
upwards. A spare magnetic compass, interchangeable with
the standard compass, shall be carried unless a steering
compass or gyro compass is fitted
4.1.2 Gyro compass and A gyro compass shall be fitted on ship of 500 gt and SOLAS
repeaters upwards constructed on or after 1 September 1984, and in V/12(d),(e)
addition, ships of 1,600 gt shall be provided with a gyro
repeater or gyro repeaters suitably placed for taking
bearings as nearly as practicable over the arc of the horizon
of 360 degrees.
4.1.3 Radars A radar capable of being operated in the 9 ghz (3 cm) band SOLAS
shall be installed on ship of 500 gt and upwards constructed V/12(g),(h),(o),
on or after 1 September 1984, and on ships of 1,600 gt and (r)
upwards constructed before 1 September 1984. However,
ships of 10,000 gt and upwards shall be fitted with 2 radars,
each being capable of being operated independently of the
other, and one of each must be capable of operating in the
9 ghz ( 3 cm ) band.
4.1.4 Radar plotting Radar plotting equipment shall be provided on the SOLAS V/12(i)
equipment navigation bridge of ships fitted with radars.
4.1.5 ARPA Tankers of 10,000 gt and upwards shall be fitted with an SOLAS V/12(j)
automatic radar plotting aid. (ARPA) Vessels required to be
fitted with an ARPA shall be equipped with a device to
indicate speed and distance Through the water. ( i.e.
electromagnetic or pilot log.)
4.1.6 Echo sounder When engaged on international voyages, ships of 500 gt SOLAS V/12(k)
and upwards constructed on or after 25 May 1980 and ships
of 1,600 gt and upwards constructed before 25 May 1980
shall be fitted with an echo sounder. Performance of the
echo sounder should be tested on all ranges and scales to
verify recordings against depths shown on the chart.
4.1.7 Speed and distance When engaged on international voyages ships of 500 gt and SOLAS V/12(l)
indicator upwards constructed on or after 1 September 1984v shall
be fitted with a device to indicate speed and distance.
4.1.8 Rudder angle, RPM, Rudder angle indicator and propeller RPM indicator shall be SOLAS V/12(m)
variable pitch and fitted on ships of 500 gt and upwards constructed on or
bow thrusters after 1 September 1984 and engaged on international
voyages. Pitch and operational mode indicators shall be
indicators
fitted with variable from the conning position. The USCG
requires these indicators to be visible from the bridge
wings.
4.1.9 Rate of turn Required for vessels of 100,000 gt and upwards constructed SOLAS V/12(n)
indicators after 1 September 1984. The USCG requires that they are
visible from the bridge wings.
4.1.10 Signal lamp (Aldis) All ships over 150 gt engaged on international voyages shall SOLAS V/11
have on board an efficient daylight signalling lamp, which
shall not be solely dependent on the ship’s main source of
electrical power.
4.1.11 VHF radio All ships of 300 gt and upwards shall be provided with a SOLAS IV/7
VHF installation capable of transmitting and receiving on
Channel 6, 13, 16 and 70 (DSC). It shall be possible to
initiate the transmission of distress alerts on channel 70
from the position from which the ship is normally navigated.
A notice on proper procedures shall be displayed
4.1.12 NAVTEX Receiver If the vessel is engaged on voyages in any area in which a SOLAS IV/7
NAVTEX service is provided.
4.1.13 Course recorder There is no requirement for a course recorder to be fitted.
4.1.14 GPS There is no requirement at present for a GPS receiver to be
fitted.
4.2 Is the vessel provided with Operator’s policy Y N NS NA

statements, instructions and procedures with
regard to safe navigation?
Operator’s bridge procedures should include at least the following:
• a clear statement that safety of life and the safety of the
ship take precedence over all other considerations;
• allocation of bridge watchkeeping duties and responsibilities
for navigating procedures;
• procedures for voyage planning and execution;
• chart and nautical publication correction procedures;
• procedures to ensure that all essential navigation equipment
is available and fully operational;
• ship position reporting procedures;
• recording of voyage events.
(bridge Procedure Guide 1.3)
Comments:
Sub-questions
4.2.1 Is there a copy of the policies and procedures on the bridge?
4.2.2 Are these policies being complied with?
4.2.3 Are the duties of the watch-standing officers clearly defined?
4.2.4 Are the vessel’s manoeuvring characteristics displayed on the bridge SOLAS II-1/28.3
IMO Res.
A.601(15)
4.2.5 Are auto to manual steering changeover procedures displayed?
4.2.6 Are past pilot to master interchange check-list retained?
4.2.7 IS the echo sounder recorder marked with a reference date and time on
each occasion it is switched on?
The echo sounder recorder should be switched on prior to each port entry
and departure, and the date and time marked on the chart.
4.3 Are the Deck and Engine Log Books and the Bell Y N NS NA
Books fully maintained, in ink, both at sea and in
port?
Log Books and Bell Books should be checked to ensure that they are
up to date with entries properly made in ink, and that rough logs in
pencil are not being maintained. It is important that a proper, formal
record of navigational activities and incidents, witch are of
importance to safety of navigation, is kept in appropriate Log Books.
In order to allow the ship’s actual track to be reviewed at a later
stage, sufficient information concerning position, course and speed
should be recorded in the Bridge Log BOOk or using approved
electronic means. (BPG 3.2.4)
Comments:
4.4 Are the Standing Order and Master’s Night Order Y N NS NA

Book in effective use?
Standing Order and Master’s Night Order Books should be checked to
ascertain that all officers are certain as to responsibilities. Master’s
Standing Orders should be written to reflect the master’s own
particular requirements and circumstances particular to the vessel,
her trade and the experience of the bridge team employed at that
point in time.
(BPG 1.3.1)
Comments:
Sub-questions
4.4.1 Are Standing Orders issued by the Operator, and are they endorsed by the
master and signed as read and understood by all deck officers?
4.4.2 Has the master issued Standing Orders and are they supplemented by Night
Orders when required?
4.5 Has a system been established to ensure that Y N NS NA

nautical publications, charts and information are
on board and current?
Ref: SOLAS V Reg. 20
All ships shall carry adequate and up-to-date charts, Sailing
Directions, Lists of Lights, Notices to Mariners, Tide Tables and all
other nautical publications necessary for intended voyage. (SOLAS V
20)
An on-board chart and publication management system is
recommended to ensure that records are kept of which charts and
publications are carried, and when they are last corrected. (BPG
4.9.1)
Record keeping of corrections should be reviewed, and random
checks made to ensure that recorded corrections to charts and other
nautical publications have been made, and that charts and
publications in use are fully corrected and up to date. The last Notice
to Mariners on board should be dated within the previous two
months.
Comments:
Sub-questions
4.5.1 Are fully corrected charts provided for the intende voyage?
Record in the Comments the type of charts correcting system which is used,
and whether the charts are corrected for the normal trading area or just for
the voyage.
4.5.2 Are Lights Lists, Tide Table, Sailing Direction, Pilot Books, The Nautical SOLAS V/20
Almanac and Chart Catalogue, the current edition?
4.6 Has the vessel been safely navigated, and in Y N NS NA

compliance with international regulations?
Ref: SOLAS V Reg. 20
Charts of previous voyages should be checked to determine that the
vessel has been safely navigated. (For example, the use of traffic
separation zones, a safe distance off the coast maintained,
prohibited areas avoided etc.)
Comments:
Sub-questions
4.6.1 Are charts in use appropriate for the port? SOLAS V/20
4.6.2 Where the largest scale charts published used during the last passage?
4.7 Is a comprehensive passage plan available for the Y N NS NA

current voyage and does it cover the full voyage
from berth to berth?
Ref:-STCW Code Sect A-VIII/2 Part 2, Para. 5
Use of HMSO publication ‘A Guide to the Planning and Marine of Sea
Passages’ (1980), the UK Maritime and Coastguard Agency Marine
Guidance Note 72 and Annex, (Guide to the Planning and Conduct of
Passage), and the Nautical Institute publication ‘Bridge Team
Management’ reinforce the requirements contained in the ICS ‘Bridge
Procedures Guide’.
Useful information such as parallel indexing, chart changes, position
fixing frequency, prominent navigation and radar marks, no-go
areas, clearing lines and bearings, transits, etc., should be marked
on the chart where the use of this information enhances navigation.
Charted passage planning information should not obscured printed
details, nor should the information on charts be obliterated by the
use of highlight felt-tip pen, etc. All previous courses to the one in
use should have been erased.
Comments:
Sub-questions
4.7.1 Is the passage plan prepared by an appropriate officer and verified by the
master?
4.7.2 Is the passage plan information readily available for the watchkeeper’s use?
4.7.3 Are pre-arrival and pre-departure checklists completed?
4.8 Does the Operator provide formal training in Y N NS NA

bridge team management techniques?
Ref: STCW Convention Res. 8
‘Forma training’ should been taken to be shore-based courses.
Comments:
4.9 Is position fixing satisfactory? Y N NS NA
Ref:-STCW Code Sect A-VIII/2 Part 3-1(24)
At least two methods of position fixing should be charted, where
possible.
Visual and radar methods of position fixing and monitoring
techniques should be used whenever possible. (BPG 3.3.2)
Comments:
Sub-questions
4.8.1 Is the actual position fixing in accordance with the passage plan?
4.8.2 Is radar parallel indexing used to monitor the position of the vessel?
4.8.3 During pilotege, was the position of the vessel adequately monitored?
4.10 Is the gyro and magnetic Compass Error Log Y N NS NA

maintained and is it up to date?
Ref:-STCW Code Section A-VIII/2 Part 3-1(34)
Magnetic and Gyro compass errors should be checked and recorded
each watch, where possible, using either azimuth or transit bearings.
(BPG)
Comments:
4.11 Are current navigation warnings and weather Y N NS NA

forecasts available?
Ref: SOLAS Ch. V Regs. 2 and 4
Ascertain that there is a system in place for monitoring navigational
warnings appropriate to the ship’s trading area and for ensuring
relevant navigational warnings are brought to the attention of the
watchkeeping officers.
Comments:
Sub-questions
4.11.1 Is there a system for retaining and charting Navtex and Navarea warnings,
Temporary and Preliminary Notices, as applicable?

121
4. NAVIGATION
4.1 Is the navigation equipment as fitted appropriate for

the size of the vessel and in satisfactory condition ?
4.1.1 Magnetic compass
SOLAS V Reg.12(b)
SOLAS Regulstion 12(b)

Shipborne navigational equipment
(b)
(i) Ship of 150 gross tonnage and upwards shall fitted with :
(1) a standard magnetic compass, except as provided in subparagraph (iv);
(2) a steering magnetic compass, unless heading information required under (1) is made available and is clearly
readable by the helmsman at the main steering position;
(3) adequate means of communication between the standard compass position and the normal navigation control
position to the satisfaction of the Administration; and
(4) means for taking bearings as nearly as practicable over an are of the horizon of 360.
(ii) Each magnetic compass referred to in subparagraph (i) shall be properly adjusted and its table or curve of residual
deviations shall be available at all times.
(iii) A spare magnetic compass, interchangeable with the standard compass, shall be carried, unless the steering compass
mentioned in subparagraph (i)(2) or a gyro-compass is fitted.
(iv) The Administration, if it considers it unreasonable or unnecessary to require a standard magnetic compass, may
exempt individual ships or classes of ships from these requirements if the nature of the voyage, the ship’s proximity to land
or the type of ship does not warrant a standard compass, provided that a suitable steering compass is in all cases carried.
4.1.2 Gyro Compass and Repeaters

SOLAS V Reg.12(d)(e)
SOLAS Regulation 12(d) (e)

(d) Ships of 500 tons gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with a gyro-
compass complying with the following requirements :
(i) The master gyro-compass or a gyro-repeater shall be clearly readable by the helmsman at the main steering position;
(ii) On ships of 1,600 tons gross tonnage and upwards a gyro-repeater or gyro-repeaters shall be provided and shall be
suitable placed for taking bearings as nearly as practicable over an arc of the horizon of 360.
122
(e) Ships of 1,600 tons gross tonnage and upwards, constructed before 1 September 1984, when engaged on international
voyages, shall be fitted with a gyro-compass complying with the requirements of paragraph (d).
4.1.3 Radars
SOLAS V Reg.12(g),(h),(o),(r),
SOLAS V Regulation 12(g)

(f) Ships of 500 tons gross tonnage constructed on or after 1 September 1984 and ships of 1600 tons gross tonnage
constructed before 1 September, 1984 shall be fitted with a radar installation. From 1 February, 1995, the radar installation
shall be capable of operating in the 9 GHz frequency band. In addition after 1 February, 1995, passenger ship irrespective of
size and cargo ships of 300 tons gross tonnage and upwards when engaged on international voyages shall be fitted with a
radar installation capable of operating in the 9 GHz frequency band. Passenger ships of less than 500 tons gross tonnage and
cargo ships of 300 tons gross tonnage and upwards but less than 500 tons gross tonnage may be exempted from compliance
with the requirements of paragraph (r) at the discretion of the Administration, provided that the equipment is fully
compatible with the radar transponder for search and rescue.
SOLAS V Regulation 12(h)

(g) Ships of 10,000 tons gross tonnage and upwards shall be fitted with two radar installation, each capable of being
operated independently of the other. From 1 February 1995, at least one of the radar installation shall be capable of
operating in the 9 GHz frequency band.
SOLAS V Regulation 12(o)

(o) Except as provided in regulations 1/7(b)(ii), 1/8 and 1/9. while all responsible steps shall be taken to maintain the
apparatus referred to in paragraph (d) to (n) in efficient working order, malfunctions of the equipment shall not be considered
as making a ship unseaworthy or as a reason for delaying the ship in port where repair facilities are not readily
available.
SOLAS V Regulation 12(r)

(r) All equipment fitted in compliance with this regulation shall be of a type approved by the Administration. Equipment
installed on board ships on or after 1 September 1984 shall conform to appropriate performance standards not inferior to
those adopted by the Organisation. Equipment fitted prior to the adoption of related performance standards may be
exempted from full compliance with those standards at the discretion of the Administration, having due regard to the
recommended criteria which the Organisation might adopt in connection with the standards concerned.
4.1.4 Radar plotting equipment

SOLAS V Reg.12(i)
SOLAS V Regulation 12(i)

(i) Facilities for plotting radar readings shall be provided on the navigating bridge of ships required by paragraph (g) or
(h) to be fitted with a radar installation. In ships of 1,600 tons gross tonnage and upwards constructed on or after 1
September 1984 the plotting facilities shall be at least as effective as a reflection plotter.
4.1.5 ARPA
SOLAS V Reg.12(j)
SOLAS V Regulation 12(j)

(i) An automatic radar plotting aid shall be fitted on
(1) ship of 10,000 tons gross tonnage and upwards, constructed on or after 1 September 1984
(2) tankers constructed before 1 September 1984 as follows :

(aa) if of 40,000 tons gross tonnage and upwards by 1 January 1985
123
(bb) if of 10,000 tons gross tonnage and upwards but less than 40,000 tons gross tonnage, by 1 January 1986.
(3) ships constructed before a September 1984, that are not tankers, as follows :
(aa) if of 40,000 tons gross tonnage and upwards by 1 September 1986

(bb) if of 20,000 tons gross tonnage and upwards, but less than 40,000 tons gross tonnage, by 1 September
1987;
(cc) if of 15,000 tons gross tonnage and upwards, but less than 20,000 tons gross tonnage, by 1 September
1988.
(ii) Automatic radar plotting aids fitted prior September 1984 which do not fully conform to the performance standards
adopted by the Organisation may, at the discretion of the Administration, be retained until 1 January 1991.
(iii) The Administration may exempt ships from the requirements of this paragraph, in case where it considers it
unreasonable or unnecessary for such equipment to be carried, or when the ship will be taken permanently out of service
within two years of the appropriate implementation date.
4.1.6 Echo sounders

SOLAS V Reg.12(k)
SOLAS V Regulation 12(k)

(k) When engaged on international voyages ships of 1,600 tons gross tonnage and upwards constructed before 25 May
1980 and ships of 500 tons gross tonnage and upwards constructed on or after 25 May 1980 shall be fitted with an echo-
sounding device.
4.1.7 Speed and distance indicators

SOLAS V Reg.12(l)
SOLAS V Regulation 12(l)

(l) When engaged on international voyages ships of 500 tons gross tonnage and upwards constructed on or after 1
September 1984 shall be fitted with a device to indicate speed and distance. Ships required by paragraph (j) to be fitted with
an automatic radar plotting aid shall be fitted with a device to indicate speed and distance through the water.
4.1.8 Rudder angle, RPM, variable pitch and bow thruster indicators
SOLAS V Reg.12(m)
SOLAS V Regulation 12(m)

(m) Ships of 1,600 tons gross tonnage and upwards constructed before 1 September 1984 and all ships of 500 tons gross
tonnage and upwards constructed on or after 1 September 1984 shall be fitted with indicators showing the rudder angle, the
rate of revolution of each propeller and, in addition, if fitted with variable pitch propellers or lateral thrust propellers, the
pitch and operational mode of such propellers. All these indicators shall readable from the conning position.
4.1.9 Rate of turn indicators

SOLAS V Re.12(n)
SOLAS V Regulation 12(n)

Ships of 100,000 tons gross tonnage and upwards constructed on or after 1 September 1984 shall be fitted with a rate-of-turn
Indicator.
4.1.10 Signal lamps (Aldis)

SOLAS V Reg.11
Signalling Lamps
All ships of over 150 tons gross tonnage, when engaged on international voyages, shall have on board an efficient daylight
Signaling lamp which shall not be solely dependent upon the ship’s main source of electrical power.
124
4.1.11 VHF Radio

SOLAS IV/7
See 11.1
4.1.12 Navtex Receiver

SOLAS IV/7
See 11.1
4.2 Is the vessel provided with Operator’s policy

statements, instructions and procedures with regard to
safe navigation ?
4.2.4 Are the vessel’s manoeuvring characteristics displayed on the bridge ?
SOLAS II-1 Reg.28.3
IMO Res.A601(15)
SOLAS II-1/28.3
Means of going astern
The stopping times, ship headings and distances recorded on trials, together with the results of trials to determine the ability
of ships to have multiple propellers to navigate and manoeuve with one or more propellers inoperative, shall be available on
board for the use of the master or designated personnel.
IMO Res.A601(15)
Refer to document
4.2.5 Are Auto Manual steering changeover procedures displayed ?

SOLAS V Reg,19
Use of the automatic pilot
(a) In areas of high traffic density, in conditions of restricted visibility and in all other hazardous navigational situations
where the automatic pilot is used, it shall be possible to establish human control of the ship’s steering immediately.
(b) In circumstances as above, it shall be possible for the officer of the watch to have available without delay, the services
of a qualified helmsman who shall be ready at all times to take over steering control.
(c) The change-over from automatic to manual steering and vice versa shall be made by or under the supervision of a
responsible officer.
(d) The manual steering shall be tested after prolonged use of the automatic pilot, and before entering areas where
navigation demands special caution.
125
4.4 Are the Standing Order and Master’s Night Order

Books in effective use ?
ICS bridge Procedures Guide
1.3.1 Master’s standing orders
Shipboard operational procedures manual supported by standing instructions based upon the company’s navigation policy
should form the basis of command and control on board.
Master’s standing orders should be written to reflect the master’s own particular requirements and circumstances particulat to
the ship, her trade and the experience of the bridge team employed at that point in time.
Standing orders and instructions should be operate without conflict within the ship’s safety management system.
Standing orders should be read by all officers before the commencement of the voyage and signed accordingly. A copy of the
orders should be available on the bridge for reference.
1.3.1.1Bridge order book
In addition to general standing orders, specific instructions may be needed for special circumstances.
At night the master should write in the bridge order book what is expected of the 00W. These orders must be signed by each
00W when going on watch.
4.5 Has a system been established to ensure that nautical

publications, charts and information are on board and
current ?
SOLAS V Reg,20
Nautical publications
All ships shall carry adequate and up-to-date charts, sailing directions, list of lights, notice to mariners, tide tables and all
other nautical publications necessary for the intended voyage.
4.5.2 Are Light List, Sailing Directions, Pilot Books, The Nautical Almanac and Chart Catalogue
the current editions ?
SOLAS V Reg,20
See 4.5
4.6 Has the vessel been safely navigated, and in

compliance with international regulations ?
SOLAS V Reg.20
See 4.5
126
4.6.1 Are charts in use appropriate for the port ?

SOLAS V Reg.20
See 4.5
4.7 Is a comprehensive passage plan available for the

current voyage and does it cover the full voyage from
berth to berth ?
STCW code Section A-VIII/2 PART 2 para.5. UK Maritime and Coastguard Agency, Marine
Guidance Note 72 (Guide to the Planning and Conduct of Passages)
Planning prior to each voyage
Prior to each voyage the master of every ship ensure that the intended route from the port of departure to the first port of
call is planned using adequate and appropriate charts and other nautical publications necessary for the intended voyage,
containing accurate, complete and up-to-date information regarding those navigation; limitations and hazards which are of a
permanent and predictable nature and which are relevant to the safe navigation of the ship.
UK Maritime and Coastguard Agency Marine Guidance Note 72(Guide to the Planning and
Conduct of Passages)
Refer to document
4.8 Does the Operator provide formal training in bridge

team management techniques ?
STCW Convention, Res.8
Promotion of technical knowledge, skills and professionalism of seafarers
The conference,
HAVING ADOPTED the 1995 amendments to the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978, with a view to strengthening the implementation of the Convention and thereby
improving the competence of seafarers,
APPRECIATING that the overall effectiveness of selection, training and certification processes can only be evaluated
through the skills, abilities and competence exhibited by seafarers during the course of their service on board ship,
RECOMMENDS that Administration should make arrangements to ensure that companies:
.1 establish criteria and processes for the selection of personnel exhibiting the highest practicable standards of technical
knowledge, skills and professionalism;
.2 monitor the standards exhibited by ship’s personnel in the performance of their duties;
.3 encourage all officers to participate actively in the training of junior personnel;
.4 monitor carefully and frequently review the progress made by junior personnel in their acquisition of knowledge and
skills during their service on board ship;
.5 provide refresher and updating training at suitable intervals as may be required; and
.6 take all appropriate measures to encourage pride of service and professinalism on the part of the personnel they
employ.
127
4.9 Is position fixing satisfactory ?

Ref:- STCW Code Section A-VIII/2 Part 3-1 (24)
Performing the navigational watch
24 During the watch the course steered, position and speed shall be checked at sufficiently frequent intervals, using any
Available navigational aids necessary, to ensure that the ship follows the planned course.
_______________________________________________________________________________________________________
4.10 Is the gyro and magnetic Compass Error Log
Maintained and is it up to date ?
STCW code Section A-VIII/2 Part 3-1 (34)
Performing the navigational watch
34 The officer in charge of the navigational watch shall make regular checks to ensure that:
.2 the standard compass error is determined at least once a watch and. When possible, after any major alteration
course; the standard gyro compasses are frequently compared and repeaters are synchronized with their master compass
4.11 Are current navigation warnings and weather

Forecastle available ?
Ref: SOLAS Ch.V Reg. 2 and 4
Regulation 2
Danger messages
(b) Each contracting Governments will take all steps necessary to ensure that when intelligence of any of the dangers
specified in paragraph (a) of this regulation is received, it will be promptly brought to the knowledge of those concerned and
communicated to other interested Governments.
Regulation 4
Meteorological services
(b) In particular, the contracting Governments undertake to co-operate in carrying out, as far as practicable, the following
meteorological arrangements.
(i) To warn ships of gales, storms, tropical storms, both by the issue of radio messages and by the display of appropriate
signals at coastal points.
(ii) To issue daily, by radio, weather bulletins suitable for shipping, containing data of existing weather, waves and ice,
forecast and, when practicable, sufficient additional information to enable simple weather charts to be prepared at sea and
also to encourage the transmission of suitable.
Chapter 5. Safety Management
5.1 Is a satisfactory level of safety management being Y N NS NA

demonstrated?
Comments:
Sub-questions
5.1.1 Is a safety officer appointed?
5.1.2 Has the Operator representative visited the vessel within the last six months?
5.1.3 Is there a recent Operator’s audit report available, were non-conformities
identified, and is there a close-out system in place?
5.1.4 Are smoking regulations posted and being adhered to?
5.1.5 Are smokerooms identified? ISGOTT 4.8
5.1.6 Are all required external doors, ports and windows kept closed in port? ISGOTT 6.1.2
5.1.7 Are there sufficient crew on board at the time of the inspection to handle STCW. Annex Ch.
emergency situation? VIII/2.4
5.1.8 Is a fire control plan exhibited within the accommodation and also available SOLAS II-2/20
externally? ISGOTT 4.7
IMO Res A.654(16) recommends the symbols to be used on fire control plans.
5.1.9 Are necessary safety signs and other important prominently displayed? ISGOTT 4.7
Safety signs include muster lists, lifejacket donning instructions, escape SOLAS III-8, 37
direction signs, personal protective notices etc.
The muster list must show the duties assigned to the different members of
the crew including:
• closing of watertight doors, valves, scuppers, skylights, portholes and
other similar openings;
• equipping of the survival craft and other life-saving appliances;
• preparation and launching of survival craft;
• general preparations of other life-saving appliances;
• muster of passenger;
• use of communications equipment;
• manning of fire parties assigned to deal with fires;
• special duties assigned in respect to the use of fire-fighting equipment
and installations.
The muster list shall specify which officers are assigned to ensure that life-
saving and fire appliances are maintained in good condition and ready for
immediate use.
The muster list shall specify substitutes for key persons who may become
disabled.
The muster list shall be prepared before the ship proceed to sea.
(SOLAS III-B 37)
A qualified person shall be designated to have primary responsibility for radio
communications during distress incidents.
(SOALS IV 16)
5.1.10 Is personal protective equipment such as boiler suit, safety footwear, eye and ISGOTT 2.6
ear protection and safety harnesses, etc., provided and, as required, being SOLAS II-1/36
worn?
5.1.11 Is the accommodation air conditioning system on re-circulation during cargo ISGOTT 6.1.1;
operations? 6.1.4; Appendix A.
A tanker’s accommodation normally contains equipment which is not suitable (Ship/Shore Safety
for use in flammable atmospheres. It is therefore imperative that petroleum Checklist)
gas is kept out of the accommodation. (ISGOTT 6.1.1)
Intakes of central air conditioning or mechanical ventilating systems should be
adjusted to prevent the entry of petroleum gas, if possible by re-circulation of
air within the enclosed space. If at any time it is suspected that gas is being
drawn into the accommodation, central air conditioning and mechanical
1
ventilating system should be stopped and the intakes closed and/or covered.
(ISGOTT 6.1.4)
this should be taken to include air and/or gas being drawn into the
accommodation through external doors because the rate of exhaust from
exhaust fans (e.g. galley and sanitary) is resulting in the accommodation
pressure being less than atmospheric.
5.1.12 Is the ‘Emergency Stop’, for the accommodation ventilation system clearly
marked?
5.1.13 Are regular safety meetings held and are minutes recorded?
5.1.14 Is all lose gear on deck, in stores, internal spaces, in the engine room and
steering compartment properly secured?
5.2 Is a completed ISGOTT Ship/Shore Safety Y N NS NA

Checklist available?
Ref: ISGOTT Appendix A.
Any non-compliance should be recorded and frequent checks should
be made during cargo operations to confirm continued compliance
with the requirements of the checklist.
Comments:
5.3 Is the vessel provided with a safe means access? Y N NS NA

Ref: ISGOTT 4.6, SOLAS V Reg. 17
Comments:
Sub-questions
5.3.1 Are all means of access properly rigged, including the provision of a safety
net, lifebuoy and line?
5.3.2 Is a gangway provided?
All vessels should be provided with a gangway
5.3.3 Are accommodation ladders, gangways, pilot ladders and pilot hoists, if fitted,
in a satisfactory condition?
5.3.4 Does the accommodation ladder lead aft, where the freeboard exceeds 9
metres at the access point?
Safe and convenient access to, and egress from, the ship shall be provided by
an accommodation ladder in conjunction with the pilot ladder, or other equally
safe and convenient means, whenever the distance from the surface of the
water to the point of access to the ship exceed 9 metres. The accommodation
ladder shall be sited leading aft.
The question therefore only applies to vessels which exceed the above
freeboard.
5.3.5 If a helicopter landing or winching area is provided, does it meet ICS ICS Guide to
guidelines? Helicopter/Ship
Landing areas shall be as large as practicable with a clear zone diameter, D, Operations
which is greater than the other length (with rotors turning) of the helicopter
which uses it. (The smallest helicopter in marine use has an overall length of
about 12 meters, the largest (single rotor) about 22 meters). The landing
area should be a series of 3 concentric circles (although landing areas with
extended zones at the ship’s side are preferred), painted yellow:
• the inner, 0.5D, the ’aiming circle’, where there are no obstructions
above 0.1 metre in height;
• the middle, D, the ‘clear zone’, where there are no obstructions above
0.25 metres; and
2
• the outer, 1.3D, the ‘manoeuvring zone’ where there are no
obstruction above 1.25 metres.
• A white ‘H’, 3.6 by 1.8 metres, should be painted in the centre, and
the diameters of the aiming and clear zones should also be marked in
white at four equidistant points on their circles.
Winching areas consist of two concentric zones:

• The inner, a yellow circle at least 5 meters in diameter, the ‘clear
zone’, which is clear of all obstructions; and
• The outer, the ‘manoeuvring zone’, which is 2D, marked with a
broken yellow line, and which ideally should be clear of obstructions
above 3 meters, but obstruction not higher than 6 meters may be
permitted between 1.5D and 2D. Obstructions in manoeuvring zone
should be painted in contrasting colours to other paintwork.
Consideration should be given to marking the words ‘winch only’ in
large white letters in the manoeuvring zone.
(Guide to Helicopter/Ship Operations 4.2 and 4.3)
During helicopter operations the following fire fighting equipment should be

provided: two dry powder extinguishers, a suitable foam application system,
CO2 extinguishers, a deck water system, two fire hose nozzles, a fire resistant
blanket and gloves, and sufficient fire proximity suits.
(Helicopter/Ship Operations 4.8)
During helicopter operations the following additional equipment should be
provided: a large axe. Crowbar, wire cutters, red emergency signal/torch,
marshalling batons (at night) and first aid equipment.
(Helicopter/Ship Operations 6.1.1)
5.4 Is the event of collisin, grounding, fire, explosion, Y N NS NA

gas, or toxic vapour release, are adequate written
emergency procedures, as applicable, in place?
Comments:
5.5 Are officers familiar with the operation of fire Y N NS NA

fighting, life saving and other emergency
equipment?
Ref: STCW Convention Ch. V Reg. V/1; STCW Code Ch. VI
Tables A-VI/1-1, 1-2
Directions for the use of the emergency equipment should, as
applicable, be posted at the relevant locations.
Comments:
Sub-questions
5.5.1 Are officers familiar with the donning of breathing apparatus and the
operation of the oxygen resuscitator equipment, fixed fire fighting system, the
main and emergency fire pumps, the emergency steering gear and other
emergency equipment?
3
5.6 Is the verbal communication between the ship and Y N NS NA
shore acceptable?
Ref: ISGOTT 4.5
Comments:
5.7 Are enclosed space and pumproom entry Y N NS NA

procedures identified and complied with?
Ref: ISGOTT 2.16/17, Ch. 11, Appendix I
An enclosed space is one with restricted access that is not subject to
continuous ventilation and in which the atmosphere may be
hazardous due to presence of hydrocarbon gas, toxic gases, inert
gas, or oxygen deficiency. (ISGOTT 11.1)
Comments:
Sub-questions
5.7.1 Are enclosed space entry permits, as described in ISGOTT Appendix I or the
equivalent, being used and complied with?
5.7.2 Are pumproom entry procedures being complied with? ISGOTT 2.17.4
The use of personal hydrocarbon gas detector is recommended when entering
pumprooms, regardless of whether or not fixed gas detector is fitted.
5.7.3 Are pumproom spaces adequately ventilated? SOLAS II-2 59.3.1
SOLAS requires that the pumproom ventilation shall be of the suction type,
and that it should be capable of 20 changes per hour.
5.7.4 Are pumproom fans being operated in the extraction mode?
On some older vessels the pumproom ventilation system has been designed to
operate with one fan venting and the other extracting. Nevertheless, there
should be extraction from both sides of the pumproom bilge area.
5.7.5 Are pumproom pire and flooding dampers in a satisfactory condition?
Often the venting system is fitted with high level suction at or above the
bottom gratings, the flaps of which are operable from the pumproom top. The
purpose of these suctions is to allow the fans to be operated when the bilges
are flooded, and the flaps should , under normal operations, be closed.
5.7.6 Is there a permanent arrangement for lifting an unconscious person from
pumproom, including provision of a suitable stretcher or harness?
This applies to both cargo and ballast pumprooms.
5.8 Are specified procedures utilised for hot work? Y N NS NA

Ref: ISGOTT 2.8; Appendix F. Hot Work Permit
Comments:
Sub-questions
5.8.1 Are the hot work conditions specified in ISGOTT Appendix F being observe?
5.8.2 Is electrical welding equipment in satisfactory condition and are written safety
guidelines available?
5.8.3 Is gas welding and burning equipment in a satisfactory condition?
5.8.4 Is fixed piping installed from the gas cylinders to the operating position?
Piping should be of steel welded construction. Copper, rubber or braided lines
should not be used, except that braided lines may be used for the short length
from the cylinder heads to the manifolds within the storage space.
4
5.8.5 Are space oxygen and acetylene cylinders stored apart in a dedicated storage
and is storage in a clearly marked, well ventilated position outside the
accommodation and engine room?
In-use cylinders may be stored together. Oxygen and acetylene cylinder valves
should be closed when not in use.
5.9 Does the fire fighting equipment meet SOLAS Y N NS NA

requirements?
Tankers shall carry four fireman’s outfits, which shall consist off:
• protective clothing of material to protect the skin from heat
radiating from a fire;
• boots and gloves of rubber or other non-conducting
material;
• a rigid helmet providing effective protection against impact;
• an electric safety lamp with a burning period of 3 hours;
• an axe;
• a fireproof life line of sufficient length and strength;
• a breathing apparatus, witch may be either:
• a smoke helmet or mask with a suitable air pump; or
• a self-contained breathing apparatus, the volume of air
contained in the cylinder of which shall be at least 1200
litres;
• A number of spare charges shall be provided to the
satisfaction of the Administration.
The outfits shall be so stored as to be easily accessible and ready for

use, and in widely separated positions.
(SOLAS II-2 17.1)
It should be recognised that although SOLAS recommends ‘widely
separated positions’, fire-fighting training advocates that breathing
apparatus should be used by personnel in pairs.
Breathing apparatus should be checked for condition and
satisfactory operation. With the apparatus charged and the cylinder
valve closed, the drop in pressure should be not more than 10 bars
in one minute.
Comments:
Sub-questions
5.9.1 Are inspection records and inventory list maintained and kept up to date?
5.9.2 Are fire mains, pumps, hoses and nozzles in a satisfactory condition and SOLAS II-2 Reg.
available for immediate use? 21
Consistent with safety and without interfering with operations, randomly
select isolating valves for demonstration of operation.
5.9.3 Is the emergency fire pump fully operational and are starting instructions SOLAS II-2 Reg.4
clearly displayed?
Consistent with safety and without interfering with the vessels operations,
request to witness the starting and operation of the emergency fire pump. For
ships constructed on or after 1st February 1992, the emergency fire pump
shall operate under all conditions of list, trim, pitch, and roll likely to be
encountered in service.
5.9.4 Are isolating valves in fire and foam system lines clearly marked and in a SOLAS II-2 Reg.
satisfactory condition? 4.3.6
5.9.5 Do portable fire extinguisher appear to be in satisfactory condition with SOLAS II-2 Regs.
operating instruction clearly marked? 6, 21
5
5.9.6 Are fireman’s outfits, including breathing apparatus, in a satisfactory condition SOLAS II-2 Reg.
and ready for immediate use? 17.1
Breathing apparatus should be checked for condition and satisfactory
operation. With the apparatus charged and the cylinder valve closed, the drop
in pressure should be not more than 10 bars in one minute.
5.9.7 Are breathing apparatus sets fitted with fully pressurised air cylinders? SOLAS II-2 Reg.
Air cylinders should be charged to not less than 10% below full. 17.1.2.2
5.9.8 Are sufficient fully charged spare air cylinders available? SOLAS II-2 Reg.
17.1.2.2
5.9.9 Is the International Ship/Shore connection readily available and is the location SOALS II-2 Reg.19
clearly marked?
5.9.10 Are the fixed deck, pumproom and engine room fire extinguishing systems, SOALS II-2 Regs.
where fitted, in a satisfactory condition, and are clear operating instructions 7, 8, 9, 10, 61, 63
posted?
SOLAS requires flammable liquid lockers to be fitted with fire extinguishing
system. IACS has determined that this applies to lockers with a floor area of
at least 4 m2.
5.10 Are measures in place to effectively isolate Y N NS NA

ventilation to accommodation, machinery and
service spaces?
Ref: SOLAS II-2 Reg. 11
Comments:
Sub-questions
5.10.1 Are accommodation and vent fans stops operational and clearly marked?
5.10.2 Are fire flaps in a satisfactory condition?
5.11 Are fixed fire detection and alarm system fully Y N NS NA

operational and tested regularly?
Comments:
Sub-questions
5.11.1 Are the fire detection and alarm system in the accommodation, engine room,
pumproom and other spaces, where fitted, in satisfactory condition?
5.12 If a system to monitor flammable atmospheres in Y N NS NA

non-cargo spaces is fitted, are recorders, alarms
and the manufacturers test procedures in orders?
Ref: ISGOTT 7.8, 8.2, 18.5 SOLAS II-2 Reg. 13-1
Comment if portable monitoring equipment is used, detailing the
system of periodical sampling and record keeping.
Comments:
Sub-questions
5.12.1 Is there a procedure to regularly monitor non-cargo spaces to the cargo area?
Void and ballast tank spaces within the cargo tank block should be routinely
monitored to check that no leakage has occurred from adjacent cargo tanks.
Monitoring should include regular checks for hydrocarbon content and regular
sounding/ullaging of the empty spaces. (ISGOTT 7.8 and 8.2)
Comment if portable monitoring equipment is used, detailing the system of
periodical sampling and record keeping.
6
5.13 Are the emergency towing-off wires (fire wires) in Y N NS NA
satisfactory condition?
Ref: OCIMF Mooring Equipment Guidelines. Section 3.11
Comments:
Sub-questions
5.13.1 Are they of appropriate size and do they conform to OCIMF recommendations?
The following guidance is given in Mooring Equipment Guidelines 3.11:
Fire wire should be steel wire lines of 6 x 26 construction.
20,000 – 100,000 tdw 28 mm dia 45 metres in length
100,000 – 300,000 tdw 38 mm 60 meters
over 300,000 tdw 42 mm 70 meters
The use of synthetic or natural fibres ropes is not permitted.
5.14 Are the emergency towing-off wires (fire wires) Y N NS NA

properly rigged to meet terminal requirements?
Ref: OCIMF Mooring Equipment Guidelines. Section 3.11.
ISGOTT 3.7.2
Fire wires can be rigged either with or without slack on deck, and
vessel should be guided by the terminal requirements. The eye of
the wire should be maintained between the water line and two
meters above it.
Comments:
5.15 Are ship-specific SOLAS Training and Maintenance Y N NS NA

manuals for lifesaving appliances on board?
Ref: SOLAS III-V Reg. 35
Instructions for on-board maintenance shall be easily understood,
illustrated wherever possible, and as appropriate, shall include for
each appliance:
1. a checklist for use when carrying out the monthly inspections
required by SOLAS III-20.7;
2. maintenance and repair instructions;
3. a schedule of periodic maintenance;
4. a diagram of lubrication points with the recommended
lubricants;
5. a list of replaceable parts;
6. a list of sources of spare parts; and
7. a log for records of inspections and maintenance.
Comments:
5.16 Are all lifesaving appliances in a satisfactory Y N NS NA

condition?
Comments:
7
Sub-questions
5.16.1 Are lifeboats, including equipment and lowering mechanism, and liferafts, in a SOLAS III Reg.31
Sufficient liferafts of aggregate capacity as will accommodate the total
number of persons on board and capable of being launched on either side of
the ship, shall be carried. Capable of being launched either side should be
interpreted as “stowed in a position providing for easy side-to-side transfer at
a single open deck level”, and if not so stowed, the total capacity available on
each side shall be sufficient to accommodate the total number of persons on
board. (SOLAS III 31/1.1.2)
SOLAS does not place emphasis on the recovery of the lifeboats after drills.
These arrangements should be checked to ensure that enclosed lifeboats can
be recovery safely.
5.16.2 Are hydrostatic releases, if fitted to liferafts, correctly attached, in satisfactory SOLAS III Reg. 13
condition, and is servicing in date? LSA Code 4.1.6
Every liferaft shall be stowed with its painter permanently attached to the
ship. (SOLAS III 13.4.1)
Liferafts shall be so stowed as to permit manual release of one raft or
container at a time from their securing arrangements. (SOLAS III 13.4.3)
Each liferaft or group of liferafts shall be stowed with a float-free
arrangements so that each floats free and, if inflatable, inflates automatically
when the ship sinks. (SOLAS III 13.4.2)
If a weak link or a hydrostatic release unit, or both, are used in the float-free
aeeangements, they shall comply with the requirements of the International
LSA Code. (LSA Code 4.1.6)
5.16.3 Are survival craft portable VHF radios and Search and Rescue Radar SOLAS III
Transponder (SARTS) in satisfactory condition and charged? Reg.6.2.2
Radar transponders should be fitted on each side of the vessel, and stowed
to permit rapid use in survival craft.
5.16.4 Are lifeboat and liferaft operating instructions displayed? SOLAS III Reg. 9
5.16.5 Are lifebuoys, lifebuoy lights, quick release mechanisms and self-activating
smoke floats in a satisfactory condition?
Half the life-buoys should be fitted with lights, and at least one of each side
with a line. Life-buoys should only be fitted with either lights or lines. The
quick release lifebuoys should have a mass sufficient to operate the quick
release arrangement.
5.16.6 Are pyrotechnics, including line throwing apparatus, in date and in a SOLAS III Regs.
satisfactory condition? B6.3; 18
The following should be available in or near the wheelhouse: SOLAS V Reg. 16
• 12 parachute flares; (SOLAS B-III 6.3)
• 4 complete sets of line throwing apparatus (SOLAS B-III 18)
An illustrated table describing the life-saving signals shall be readily available
to the officer of the watch. (SOLAS V 16)
5.16.7 Is oxygen resuscitation equipment available? ISGOTT 11.8
Recommendation from the World Health Organisation (WHO)
5.16.8 Is a suitable stretcher available?
5.16.9 Are the locations of life saving appliances marked with IMO symbols?
IMO Res A.760(18) recommends the symbols to be used to mark life saving
equipment and muster points. They should be white on a green background.
5.16.10 Is there a maintenance schedule in place for the servicing of lifeboat on-load SOLAS III Reg. 20
release gear and is it subjected to thorough examination and test carried out IMO MSC Circ.614
at least once every five years 29/6/93
Lifeboat on-load release gear shall be serviced at recommended intervals,
subjected to a thorough examination and test during the annual and renewal
Safety Equipment Certificate surveys, and subject to an operational test of
1.1 times the total mass of the loaded lifeboat either whenever the release
gear is overhauled or at least once every five years.
8
5.17 Are lifeboat drills held in accordance with SOLAS Y N NS NA
requirements?
Ref: SOLAS Ch. III Reg. 19.3
Comments:
Sub-questions
5.17.1 Have the lifeboats been waterborne within the last three months or, in the
case of free fall lifeboats, six months?
Each lifeboat shall be launched with its assigned operating crew aboard and
manoeuvred in the water at least once every three months during an abandon
drill. (SOLAS III 19.3.3.3)
Lowering into the water, rather than launching of a lifeboat arranged for free
fall launching, is acceptable where free-fall launching is impracticable provided
the lifeboat is free-fall launched with its assigned operating crew aboard and
manoeuvred in the water at least once every six months.
However, in cases where it is impracticable, the Administration may extend
this period at 12 months. (SOLAS III 19.3.3.4)
The Administration may allow ships operating on short international voyages
not to launch the lifeboats on one side if their berthing arrangements in pport
and their trading patterns do not permit launching on that side.
(SOLAS III 19.3.3.5)

9
128
5. SAFETY MANAGEMENT
5.1 Is a satisfactory level of safety management being

demonstrated ?
5.1.5 Are smokerooms identified ?
ISGOTT 4.8
4.8 SMOKING
4.8.1 Controlled smoking
Smoking should only permitted under controlled conditions. A total prohibition on smoking at terminals and on a tanker
at a berth is in general unrealistic and unenforceable and may give rise to surreptitious smoking. There may, however, be
occasions when owing to the nature of the cargo being transferred or other factors, a total prohibition on smoking will be
necessary. In such cases a regular inspection should be made by a responsible officer to ensure that this prohibition is
enforced.
Smoking should be strictly prohibited within the restricted area enclosing all tanker berths and on board any tanker while at a
berth, except in designated smoking places.
4.8.2 Location of Designated Smoking Places
The designated smoking places on a tanker or on shore should be agreed in writing between the master and the terminal
representative before operations start. The master is responsible for ensuring that all persons on board the tanker are
informed of the selected places for smoking and for posting suitable notices in addition to the tanker’s permanent notices.
Certain criteria should be followed in the selection of smoking places whenever petroleum cargoes are being handled or
when ballasting, purging with inert gas, gas freeing and tank cleaning operations are taking place.
The criteria are:
• The agreed smoking places should be confined to locations abaft the cargo tanks, except when the entry of petroleum
gas into midships accommodation is highly improbable
• The agreed smoking places should not have doors or ports which open directly on to open decks.
* Account should be taken of conditions that may suggest danger, such as an indication of unusually high petroleum gas
concentrations, particularly in the absence of wind and when there are operations on adjacent tankers or on the jetty berth.
In the designated smoking places all ports should be kept closed and doors into passageways should be kept closed except
when in use.
129
While the tanker is moored at the terminal, even when no operations are in progress, smoking can only be permitted in
designated smoking places, or after there has been prior agreement in writing between the master and terminal representative,
in any other closed accommodation.
When stern loading/discharge connections are being used particular care must be taken to ensure that no smoking is allowed
in any accommodation or space, the door or ports of which open on to the deck where the stern loading/discharge manifold is
located.
5.1.6 Are all required external doors, ports and windows kept closed in port ?
ISGOTT 6.1.2
In the accommodation all external doors, ports and similar openings which lead directly from the tank deck to the
accommodation or machinery spaces(other than the pumproom), or which overlook the tank deck at any level, or which
overlook the poop deck forward of the funnel should be kept closed. A screen door cannot be considered a safe substitute for
an external door.
Additional doors and ports may have to be closed in special circumstances, such as during stern loading, or due to structural
peculiarities of the tanker.
If doors have to be opened for access they should be closed immediately after use.
Doors that must be kept closed should be clearly marked, but in no case should doors be locked.
5.1.7 Are there sufficient crew on board at time of the inspection to handle emergency situations ?
STCW Conv.Annex Ch. VII. Reg.VIII/2.4
Watchkeeping arrangements and principles to be observed.
2 Administration shall require the master of every ship to ensure that watchkeeping arrangements are adequate for
maintaining a safe watch or watches, taking into account the prevailing circumstances and conditions and that, under the
master’s general direction;
.4 an appropriate and effective watch or watches are maintained for the purpose of safety at all times, while the ship is at
anchor or moored and, if the ship is carrying hazardous cargo, the organization of such watch or watches takes into full
account, the nature, quantity, packing and stowage of the hazardous cargo and of any special conditions prevailing on board,
afloat or ashore.
5.1.8 Is a fire control plan exhibited within the accommodation and also available externally ?
SOLAS II-2 Reg.20; ISGOTT 4.7
SOLAS II-2 Regulation 20

Fire control plan
1 In all ships general arrangement plans shall be permanently exhibited for the guidance of the ship’s officers, showing
clearly for each deck the control stations, the various fire section enclosed by “A” class divisions, the sections enclosed by
“B” class divisions together with particulars of the fire detection and fire alarm system, the sprinkler installation, the fire-
extinguishing appliances, means of access to different compartments, decks etc. and the ventilating system including
particulars of the fan control positions, the position of dampers and identification numbers of the ventilating fans serving
each section. Alternatively, at the discretion of the Administration, the aforementioned details may be set out in the booklet, a
copy of which shall be supplied to each officer, and one copy shall at all times be available on board in an accessible
position. Plans and booklets shall be kept up-to-date, any alterations being recorded thereon as soon as practicable.
Description in such plans and booklets shall be in the official language of the Flag State. If the language is neither English
nor French, a translation into one of those languages shall be included. In addition, instructions concerning the maintenance
and operation of all equipment and installation on board for the fighting and containment of fire shall be kept under one
cover, readily available in an accessible position.
2 In all ships a duplicate set of fire control plans or a booklet containing such plans shall be permanently stored in a
prominently marked weathertight enclosure outside the deckhouse for the assistance of shoreside fire-fighting personnel.
130
ISGOTT 4.7
Sea 5.1.9
5.1.9 Are necessary safety sign and other important information prominently displayed ?
ISGOTT 4.7 SOLAS III B-Reg.8,37
ISGOTT 4.7 NOTICES

4.7.1 Notices on the Tanker
On arrival at a terminal, a tanker should display notices at the gangway in appropriate languages stating;
WARNING
WARNING
NO NAKED LIGHTS
NO NAKED LIGHTS
NO SMOKING
NO SMOKING
NO UNAUTHORISED PERSON
NO UNAUTHORISED PERSON
Alternative wording containing the same warnings may also be used.
Notice stating “EMERGENCY ESCAPE ROUTES” (with directional sign) should also be displayed at appropriate
locations.
In addition, notice are displayed on board tankers which are primarily for the information of the crew. Shore personnel
should also observe these requirements when on board the tanker.
4.7.2 Notice on the Terminal

Permanent notices and signs indicating that smoking and naked lights are prohibited should be conspicuously displayed on a
jetty in appropriate languages. Similar permanent notice and signs should be displayed at the entrance to the terminal area
or the shore approaches to a jetty.
In buildings and other shore locations where smoking is allowed, appropriate notice should be conspicuously displayed.
Emergency escape routes from the tanker berth to the shore should be clearly indicated.
SOLAS III Part B-Reg.8

Muster list and emergency instructions
1 This regulation applies to all ships.
2 Clear instructions to a followed in the event of an emergency shall be provided for every person on board. In the case
of passenger ships these instructions shall be drawn up in the language or languages required by the ship’s flag state and in
the English language.
3 Muster lists and emergency instructions complying with the requirements of regulation 37 shall be exhibited in
conspicuous places throughout the ship including the navigation bridge, engine room, and crew accommodation spaces.
4 Illustrations and instructions in appropriate languages shall be posted in passenger cabins and be conspicuously
displayed at muster stations and other passenger spaces to inform passengers of;
.1 their muster station

.2 the essential actions they must take in an emergency; and
.3 the method of donning lifejackets.
SOLAS III Part B-Reg.37

Muster list and emergency instructions
1 The muster list shall specify details of the general emergency alarm and public address system prescribed in
section 7.2 of the Code and also action to be taken by crew and passengers when this alarm is sounded. The muster list shall
show how the order to abandon ship will be given.
2 Each passenger ship shall have procedures in place for locating and rescuing passenger trapped in their staterooms.
3 The muster list shall show the duties assigned to the different members of the crew including:
.1 closing of the watertight doors, fire doors, valves, scippers, sidescuttles, skylights and other similar openings
in the ship;
131
.2 equipment of the survival craft and other lifesaving appliances;

.3 preparation and launching of survival craft;
.4 general preparations of other lifesaving appliances;
.5 muster of passengers;
.6 use of communications equipment;
.7 manning of fire parties assigned to deal with fires; and
.8 special duties assigned in respect to the use of fire fighting equipment and installations
4 The muster list shall specify which officers are assigned to ensure that life-saving and fire appliances are maintained in
good condition and are ready for immediate use.
5 The muster list shall specify substitutes for key personnel who may become disabled, taking into account that different
emergencies may call for different actions.
6 The muster list shall show the duties assigned to members of the crew in relation to passengers in case of emergency.
These duties shall include:
.1 warning the passengers;

.2 seeing that they are suitably clad and have donned their lifejackets correctly;
.3 assembling passengers at their muster stations;
.4 keeping order in the passageways and on the stairways and generally controlling the movements of the
passengers; and
.5 ensuring that a supply of blankets is taken to the survival craft
7 The muster list shall be prepared before the ship proceed to sea. After the muster list has been prepared, if any
changes take place in the crew which necessitate an alteration in the muster list, the master shall either revise the list or
prepare a new list.
8 The format of the muster list on passenger ships shall be approved
5.1.10 Is personal protective equipment such as boiler suits, safety footwear, eye and ear protection and
safety harnesses, etc. provided and, as required, being worn ?
ISGOTT 2.6 SOLAS II-1 Reg.36
2.6 SYNTHETIC CLOTHING
Experience has shown that clothing made from synthetic material does not give rise to any significant electrostatic hazard
under conditions normally encountered on tankers.
However, the tendency for synthetic material to melt and fuse together when exposed to high temperatures leads to a
concentrated heat source which causes severe damage to body tissue. Clothing made of such material is therefore not
considered suitable for persons who may, in the course of their duties be exposed to flame or hot surfaces

Protection against noise
Measures shall be taken to reduce machinery noise in machinery spaces to acceptable levels as determined by the
Administration. If this noise cannot be sufficiently reduced the source of excessive noise shall be suitably insulated or
isolated or a refuge from noise shall be provided if the space is required to be manned. Ear protectors shall be provided for
personnel required to enter such spaces if necessary.
5.1.11 Is the accommodation air conditioning system on re-circulation during cargo operations?
ISGOTT 6.1.1; 6.1.4; Appendix A, Ship/Shore Safety Checklist
6.1 OPENINGS IN SUPERSTRUCTURES
6.1.1. General
A tanker’s accommodation normally contains equipment which is not suitable for use in flammable atmospheres. It is
therefore imperative that petroleum gas is kept out of the accommodation.
All external openings should be closed when the tanker, or a ship at an adjacent berth, is conducting any of the following
operations:
• Handling volatile petroleum or non-volatile petroleum near to or above its flashpoint.

132
• Loading non-volatile petroleum into tank containing hydrocarbon vapour.
• Crude oil washing.
• Ballasting, purging, gas feeing or tank washing after discharge of volatile petroleum
Although discomfort may be caused to personnel in accommodation that is completely closed during conditions of high
temperatures and humidity, this discomfort should be accepted in the interests of safety.
6.1.4 Central Air Conditioning and Mechanical Ventilating System
Intakes of central air conditioning or mechanical ventilating system should be adjusted to prevent the entry of petroleum gas,
if possible by re-circulation of air within the enclosed spaces.
If at any time it is suspected that gas is being drawn into the accommodation, central air conditioning and mechanical
ventilating system should be stopped and the intakes closed and/or covered.
Appendix A. Ship/Shore Safety Checklist. Part “A” Bulk Liquid General
Question 25: Are air conditioning intakes which may permit the entry of cargo vapours closed?
5.2 Is a completed ISGOTT Ship/Shore Safety Checklist

available?
ISGOTT Appendix A; OCIMF STS Guide (Petroleum)
Refer to documents
5.3 Is the vessel provided with a safe means of access?

ISGOTT 4.6; SOLAS V Reg.17
ISGOTT 4.6 ACCESS BETWEEN SHIP AND SHORE
4.6.1 Means of Access
Personnel should use only designated means of access between ship and shore.
Gangways or other means of access should be provided with an effective safety net where appropriate. Lifebuoy with
lifelines should be available in the vicinity of the gangway or other means of access. In addition, suitable life saving
equipment, should be available near the access point ashore.
Means of access should be placed as close as possible to crew accommodation and as far away as possible from the manifold.
4.6.2 Gangway Landing
When terminal access facilities are not available and a tanker’s gangway is used, the berth must have sufficient landing areas
to provide the gangway with an adequate clear run in order to maintain safe, convenient access to the tanker at all states of
the tide and changes of feeboard.
133
Particular attention to safe access should be given where the difference in level between the decks of the tanker and jetty
becomes large. There should be special facilities at berth where the level of a tanker’s deck can fall well below that of the
jetty. For emergency escape provisions see Chapter 14.
4.6.3 Lighting
During darkness, the means of access to the tanker should be well lit.
4.6.4 Unauthorised Persons
Persons who have no legitimate business on board, or do not have the master’s permission, should be refuse access to a
tanker. The terminal, in ageement with the master should restrict access to the jetty or berth.
A crew list should be given to the terminal security personnel.
4.6.5 Persons Smoking or Intoxicated
Personnel on duty on a jetty or on watch on a tanker must ensure that no one who is smoking approaches the jetty or boards a
tanker. Persons apparently intoxicated should not be allowed to board a tanker unless they can be properly supervised.
Pilot transfer arrangements
(a) Application
(i) Ships engaged on voyages in the course of which pilots are likely to be employed shall be provided with pilot
transfer arrangements.
(ii) Equipment and arrangements for pilot transfer which are installed on or after 1 January 1994 shall comply
with the requirements of this regulation and due regard shall be paid to the standards adopted by the
Organization.*
(iii) Equipment and arrangement for pilot transfer which are installed before 1 January 1994 shall at least
comply with the requirements of regulation 17 in force prior to that date and due regard shall be paid to the
standards adopted by the Organization prior to that date.**
(iv) Equipment and arrangements which are replaced after 1 January 1994 shall, in so far as is reasonable and
practicable, comply with the requirements of this regulation.
(b) General
(i) All arrangements used for pilot transfer shall efficiently fulfil their purpose of enabling pilots to embark and
disembark safely. The appliance shall be kept clean, properly maintained and sowed and shall be regularly
inspected to ensure that they are safe to use. They shall be used solely for the embarkation and
disembarkation of personnel.
(ii) The rigging of the pilot transfer arrangements and the embarkation and disembarkation of a pilot shall be
supervised by a responsible officer having means of communication with the navigation bridge. Personnel
engaged in rigging and operating any mechanical equipment shall be instructed in the safe procedures to be
adopted and the equipment shall be tested prior to use.
(c) Transfer arrangements
(i) Arrangements shall be provided to enable the pilot to embark and disembark safely on either side of the ship.
(ii) In ships where the distance from sea level to the point of access to, or egress from, the ship exceeds 9 metres,
and when it is intended to embark or disembark pilots by means of the accommodation ladder, or by means
of mechanical pilot hoists or other equally safe and convenient means in conjunction with a pilot ladder, the
ship shall carry such equipment on each side, unless the equipment is capable of being transferred for use on
either side.
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(iii) Safe and convenient access to, and egress from, the ship shall be provided by either:
(1) a pilot ladder requiring a climb of not less than 1.5 metres and not less than 9 metres above the water
so positioned and secured that:
(aa) It is clear of any possible discharge from the ship;

(bb) It is within the parallel body of the ship and, is as far as is practicable, within the mid-ship half
length of the ship;
(cc) each step rests firmly against ship’s side; where constructional features, such as rubbing bands,
would prevent the implementation of this provision, special arrangements shall, to the
satisfaction of the Administration, be made to ensure that person are able to embark and
disembark safely;
(dd) the single length of pilot ladder is capable of reaching the water from the point of access to, or
egress from, the ship and due allowance is made for all conditions of loading and trim of the
ship and for an adverse list of 15*; the securing strongpoints, shackles and securing ropes shall
be at least as strong as the side ropes;
(2) an accommodation ladder in conjunction with the pilot ladder, or other equally safe and convenient
means, whenever the distance from the surface of the water to the point of access to the ship is more
than 9 metres. The accommodation ladder shall be sited leading aft. When is use, the lower end of
the accommodation ladder shall rest firmly against the ship’s side within the parallel body length
of the ship and, as far as is practicable, within the mid-ship half length and clear of all discharges; or
(3) a mechanical pilot hoist so located that it is within the parallel body length of the ship and, as far as is
practicable, within the mid-ship half length and clear of all discharges.
(d) Access to the ship’s deck
Means shall be provided to ensure safe, convenient and unobstructed passage for any person embarking on, or
disembarking from, the ship between the head of the pilot ladder, or of any accommodation ladder or other appliance,
and the ship’s deck. Where such passage is by means of:
(i) a gateway in the rails or bulwark, adequate handholds shall be provide;

(ii) a bulwark ladder, two handhold stanchions rigidly secured to the ship’s structure at or near their bases and at
higher points shall be fitted. The bulwark ladder shall be securely attached to the ship to prevent overturning.
(e) Shipside doors
Shipside doors used for pilot transfer shall not open outwards.
(f) Mechanical pilot hoists
(i) The mechanical pilot hoist and its ancillary equipment shall be of a type approved by the Administration.
The pilot hoist hall be designed to operate as a moving ladder to lift and lower one person on the side of the
ship, or as a platform to lift or lower one or more persons on the side of the ship. If shall be of such design
and construction as to ensure that the pilot can be embarked and disembarked in a safe manner, including a
safe access from the hoist to the deck and vice versa. Such access shall be gained directly by a platform
securely guarded by handrails.
(ii) Efficient hand gear shall be provided to lower or recover the person or persons carried, and kept ready for use
in the event of power failure.
(iii) The hoist shall be securely attached to the structure of the ship. Attachment shall not be solely by means of
the ship’s side rails. Proper and strong attachments shall be provided for hoists of the portable type on each
side of the ship.
(iv) If belting is fitted in the way of the hoisting position, such belting shall be cut back sufficiently to allow the
Hoist to operate against the ship’s side.
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(v) A pilot ladder shall be rigged adjacent to the hoist and available for immediate use so that access to it is
available from the hoist at any point of its travel. The pilot ladder shall be capable of reaching the sea level
from its own point of access to the ship.
(vi) The position of the ship’s side where the hoist be lowered shall be indicated.
(vii) An adequate protected stowage position shall be provided for the portable hoist. In very cold weather, to
avoid the danger of ice formation, the hoist shall not be rigged until its use is imminent.
(g) Associated equipment
(i) The following associated equipment shall be kept at hand ready for immediate use when persons are being
Transferred:
(1) two man-rope of not less than 28 mm in diameter properly secured to the ship if required by the
pilot;
(2) a lifebuoy equipped with self-igniting light;
(3) a heaving line.
(ii) When required by paragraph (d), stanchions and bulwark ladders shall be provided.
(h) Lighting
Adequate lighting shall be provided to illuminate the transfer arrangements overside, the position on deck where a
person embarks or disembarks and the controls of the mechanical pilot hoist.
• Refer to the Recommendation on pilot transfer arrangements adopted by the Organization by resolution A.667(16)
** Refer to the Recommendation on performance standards for mechanical pilot hoist, adopted by the Organization by
resolution A.275(VIII), and to the Recommendation on arrangements for embarking and disembarking pilots in very large
ships adopted by the Organization by resolution A.426(XI).
5.3.5 If a helicopter landing or winching area is provided, does it meet ICS guidelines?
ICS Helicopter/Ship Operations
See Inspector guidance and refer to document.
5.5 Are officers familiar with the operation of fire fighting,

life saving and other emergency equipment?
STCW Convention Ch. V Reg. V/1; STCW Code Ch. VI Tables A-VI/1-1, A-VI/1-2, A-VI/3
STCW Convention Reg. V/1

Mandatory minimum requirements for the training and qualification of
masters, officers and ratings on tankers
1. Officers and ratings assigned specific duties and responsibilities related to cargo or cargo equipment on tankers shall
have completed an approved shore base fire-fighting course in addition to the training required by regulation VI.1 and shall
have completed:
.1 at least three months of approved seagoing service on tankers in order to acquire adequate knowledge of safe
operational practices; or
.2 an approved tanker familiarization course covering at least the syllabus given for that course in section A-VI/1 of the
STCW Code, so, however that the Administration may accept a period of supervised seagoing service shorter than that
prescribed by sub-paragraph .1, provided:
.3 the period so accepted is not less than one month;
.4 the tanker is of less than 3,000 gross tonnage;
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.5 the duration of each voyage on which the tanker is engaged during the period does not exceed 72 hours; and
.6 the operational characteristic of the tanker and the number of voyage and loading and discharging operation
completed during the period allow the same level of knowledge to be acquired.
2. Masters, chief engineer officers, chief mates, second engineer officers and any person with immediate responsibility
for loading, discharging and care in transit or handling of cargo shall, in addition to meeting the requirements of sub-
paragraph 1.1 or 1.2, have:
.1 experience appropriate to their duties on the type of tanker on which they serve; and
.2 completed an approved specialized training programme which at least cover the subject set out in section A-V/1 of
the STCW Code that are appropriate to their duties on the oil tanker, chemical tanker or liquefied gas tanker on which they
serve.
3. Within two years after entry into force of the Convention for a Party, seafarers may be considered to have met the
requirements of sub-paragraph 2.2 if they served in a relevant capacity on board the type of tanker concerned for a period of
not less than one year within the proceeding five years.
4. Administration shall ensure that an appropriate certificate is issued to masters and officers, who are qualified in
accordance with paragraph 1 or 2 as appropriate, or that an existing certificate is duly endorsed. Every rating who is so
qualified shall be duly certificated.
STCW Code Ch. VI Tables A-VI/1-1; A-VI/1-2; A-VI/1-3
Refer to document.
5.6 Is the verbal communication between the ship and

shore acceptable?
ISGOTT 4.5
ISGOTT 4.5 COMMUNICATION
Telephone, portable VHF/UHF and radio telephone system should comply with the appropriate safety requirements.
The provision of adequate means of communication, including a back-up system between ship and shore, is the responsibility
of the terminal.
Communication between the responsible officer on duty and the responsible person ashore should be maintained in the most
efficient way.
When telephones are used, the telephone both on board and shore be continuously manned by persons who can
immediately contact their superior. Additionally, it should be possible for that superior to override all calls. When VHF/UHF
or radiotelephone system are used, units should preferably be portable and carried by the responsible officer on duty and the
responsible person at shore, or by persons who can contact their respective superior immediately. Where fixed system are
used, the above guidance for telephones should be followed.
The selected system of communication together with the necessary information on telephone numbers and/or channels to be
used should be recorded on a appropriate form. This form should be signed by both ship and shore representatives.
Where there are difficulties in verbal communication, these can be overcome by appointing a person with adequate technical
And operational knowledge and a sufficient command of a language understood by both ship and shore personnel.
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5.7 Are enclosed space and pumproom entry procedures

identified and complied with?
ISGOTT 2.16/17, Ch. 11, Appendix I
ISGOTT
2.16 ENTRY INTO ENCLOSED SPACES
Because of the possibility of oxygen deficiency as well as the presence of hydrocarbon or toxic gas in a cargo tank,
cofferdam, double bottom tank or any enclosed space, it is the master’s responsibility to identify such spaces and to establish
procedures for safe entry. Guidance is to be found in Chapter 11.
Personnel should consult the responsible officer to determine whether entry into enclosed spaces is permitted. It is the
duty of the responsible officer to check the atmosphere in the compartment, ventilate the space, ensure the appropriate
procedures are followed, ensure the safety of the personnel concerned, and issue an entry permit.
2.17 PUMPROOMS
2.17.1 General Precautions
Cargo pumprooms, by virtue of their location, design and operation which require the space to be routinely entered by
personnel, constitute a particular hazard and therefore necessitate special precautions. A pump-room contains the largest
concentration of pipelines of any space within the ship and leakage of a volatile product from any part of this system could
lead to the rapid generation of a flammable or toxic atmosphere. The pomproom may also contain a number of potential
ignition sources unless formal, structured maintenance, inspection and monitoring procedures are strictly adhered to.
2.17.2 Routine Maintenance and Housekeeping Issue
Pump-room bilges should be kept clean and dry. Particular care should be taken to prevent the escape of hydrocarbon liquids
or vapour into the pump-room.
It is important that the integrity of pipelines and pumps is maintained and any leaks are detected and rectified in a timely
fashion. Pipelines should be visually examined and subjected to routine pressure tests to verify their condition. Other means
of non-destructive testing or examination, such as ultra-sonic wall thickness measurement, may be considered appropriate,
but should always be supplemented by visual examination.
Procedures should be established to verify that mud boxes and filters are properly sealed after the have been opened up for
routine inspection or examination.
Valve glands and drain cocks should be regularly inspected to ensure that they do not leak.
Bulkhead penetrations should be routinely checked to ensure their effectiveness.
The security of critical bolts on the cargo pumps and associated fittings such as pedestal fixing bolts and securing shaft
guards, should be ensured. In addition, requirements for their examination should be included in routine maintenance
procedures.
2.17.3 Ventilation
Because of the potential for the presence of hydrocarbon gas in the pomproom, SOLAS (Chapter II-2, Reg. 59.3) requires the
use of mechanical ventilation to maintain the atmosphere in a safe condition.
The pump-room should be continuously ventilated during all cargo operations.
Before anyone enters a pump-room it should be thoroughly ventilated, the oxygen content of the atmosphere should be
checked and the atmosphere checked for the presence of hydrocarbon and toxic gases.
Ventilation should be continuous until access is no longer required or cargo operations have been completed.
2.17.4 Pump-room Entry

138
It is strongly recommended that operators develop procedures to control pump-room entry, regardless of whether or not a
fixed gas detection system is in use. Clear procedures should be established with regard to undertaking pre-entry checks, gas
testing, and subsequent regular atmosphere monitoring.
In addition to detailing pre-entry checks, procedures should include the use of personal gas monitors for those entering the
space.
A communications system should provide links between the pump-room, navigation bridge, engine room and cargo control
room. In addition, audible and visual repeaters for essential alarm system, such as the general alarm, should be provided
within the pump-room.
Arrangements should be established to enable effective communication to be maintained at all times between personnel
within the pump-room and those outside. Regular communication checks should be made at pre-agreed intervals and failure
to respond should be cause to raise the alarm.
The frequency of pump-room entry for routine inspection purposes during cargo operation should be reviewed with a view
to minimizing personnel exposure.
Notice should be displayed at the pump-room entrance prohibiting entry without permission.
2.17.5 Maintenance of Electrical Equipment
The integrity of the protection afforded by the design of explosion proof or intrinsically safe electrical equipment may be
compromised by incorrect maintenance procedures. Even the simples of repair and maintenance operations must be carried
out in strict compliance with the manufacturers instructions in order to ensure that such equipment remains in a safe
condition. This is particularly relevant in the case of explosion proof lights where incorrect closing after simply changing a
light bulb could compromise the integrity of the light.
In order to assist with routine maintenance and repair, ship should be provided with detailed maintenance manuals for the
specific system and arrangements as fitted on board.
2.17.6 Inspection and Maintenance of Ventilation Fans
Pump-room ventilation fans are required to operate by drawing air out of the space. As a consequence, should gas be present
in the pump-room the vapours will be drawn through the blades of the fan impeller and could be ignited if the blades
contacted the casing or if the fan’s bearings or seals over-heated.
Pump-room extractor fans, including impellers, shafts and gas seals, should be inspected on a regular basis. At the same time,
the condition of the fan trunking should be inspected and the proper operation of change over flaps and fire dampers
confirmed. Routine vibration monitoring and analysis should be considered as a means for providing early detection of
component wear.
2.17.7 Cargo Draining Procedures
On some existing tankers, no provision is made for effective line draining and, in order to meet demands of certain product
trades, final line contents are drained to the pumproom bilge. This is an unsafe practice and it is recommended that cargo
procedures are reviewed with the aim of preventing a volatile product being drained to the bilge.
It is recommended that consideration be given to the provision of a comprehensive stripping arrangement to enable all lines
and pumps to be effectively drained to a cargo tank, slop tank, or dedicated reception tank for subsequent discharge ashore.
2.17.8 Miscellaneous
There are a number of ways to enhance the safety of pump-room which operators may to consider, including:
• A fixed gas detection system capable of continuously monitoring for the presence of hydrocarbon gas. Where such
equipment is fitted, procedures should be developed in respect of its regular testing and calibration and with regard to
the action to be taken in the event of an alarm occurring, especially relating to vacating the space and stopping cargo
pumps.
139
* A fixed sampling arrangement to enable the oxygen content within the pumproom to be monitored from the deck by
portable meter prior to pump room entry. Any such arrangement utilized should ensure the effective monitoring of
the remoter parts of the pump-room.
* Temperature monitoring devices fitted to main cargo pumps in order to provide remote indication of the temperature
of the cargo pump casings, bearings and bulkhead seals. Where such equipment is fitted, procedures should be
developed with regard to the action to be taken in the event of an alarm occurring.
* A high level alarm in pump-room bilges which activates audible and visual alarms in the cargo control room, engine
room and the navigating bridge.
* Manually activated trips for the main cargo pumps provided at the lower pump-room level.
* Spray arresters around the glands of all rotary cargo pumps in order to reduce the formation of mists in the event of
minor leakage from the gland.
* Examining the feasibility of retro-fitting a double seal arrangement to contain any leakage from the primary seal and
to activate a remote alarm to indicate that leakage has occurred. However, the impact of any proposed retro-fit on the
integrity of the pump will need to be clearly assessed in consultation with the pump manufacturers.
• Particular attention to be given to the adequacy of fire protection in the immediate vicinity of the cargo pumps.
* Because of the problems associated with flashback re-ignition after the use of the primary fire fighting medium,
consideration to be given to the need to provide a back-up system, such as high expansion foam, or water drenching,
to supplement the existing system. On ships fitted with an inert gas system, the provision of an emergency facility for
inerting the pump-room could be an option, although careful attention must be paid to the safety and integrity of the
arrangement.
• The provision of an escape breathing apparatus set located in the bottom of the pump-room and readily accessible,
ISGOTT Chapter 11
Refer to document
ISGOTT Appendix I
Refer to document
5.7.2 Are pumproom entry procedures being complied with?

ISGOTT 2.17.4
See 5.7
5.7.3 Are pumproom spaces adequately ventilated?

SOLAS II-2 Reg. 59.3.1
3 Ventilation
3.1 Cargo pumprooms shall be mechanically ventilated and discharges from the exhaust fans shall be led to a safe place
on the open deck. The ventilation from these rooms shall have sufficient capacity to minimize the possibility of
accumulation of flammable vapours. The number of changes of air shall be at least 20 per hour, based upon the gross
volume of the space. The air ducts shall be arranged to that all of the space is effectively ventilated. The ventilation
shall be of the suction type using fans of the non-sparking type.
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5.8 Are specified procedures utilized for hot work?

ISGOTT 2.8; 4.12.2, Appendix F, Hot Work Permit
2.8 HOT WORK
2.8.1.1.1 General
Hot work is any work involving welding or burning, and other work including certain drilling and grinding operations,
electrical work and the use of non-intrinsically safe electrical equipment, which might produce an incendive spark.
Hot work outside the main machinery spaces (and in the main machinery spaces when associated with fuel tanks and fuel
Pipelines) must take into account the possible presence of hydrocarbon vapours in the atmosphere, and the existence of
potential ignition sources. Hot work should only be carried out outside the main machinery spaces if not other viable means
of repair exist. Alternatives to be considered include cold work, or removal of the work piece to the main machinery spaces.
Hot work outside the main machinery spaces should only be permitted in accordance with prevailing national or international
regulations and/or port/terminal requirements and should be subject to the restrictions of a shipboard hot work permit
procedure.
Hot work for which a hot work permit is required should be prohibited during cargo, ballast, tank cleaning, gas freeing,
purging or inerting operations.
2.8.1.1.2 Assessment of Hot Work
The master should decide whether the hot work is justifiable, and safe, and on the extent of the precautions necessary. Hot
work in areas outside the main machinery spaces and other areas designated by the operator should not be proceeded with
until the master has informed the operator’s shore office of details of the work proposed, and a procedure has been discussed
and agreed.
Before hot work is started a safety meeting under the chairmanship of the master should be held, at which the planned work
and the safety precautions should be carefully reviewed. The meeting should be attended at least by all those who will have
responsibilities in connection with the work. An agreed plan for the work and the related safety precautions should be made.
The plan must clearly and unambiguously designate one officer who is responsible for the supervision of the work, and
another officer who is responsible for safety precautions including means of communication between all parties involved.
All personnel involved in the preparations and in the hot work operation, must be briefed and instructed in their own role.
They must clearly understand which officer is responsible for work supervision and which for safety precautions. A written
hot work permit (see Appendix F) should be issued for each intended task. The permit should specify the duration of validity,
which should not exceed a working day.
A flow-chart for guidance is shown in Figure 2-1.
2.8.1.1.3 Preparation for Hot Work
All operations utilizing the cargo or ballast system, including tank cleaning, gas freeing, purging or inerting should be
stopped before hot work is undertaken, and throughout the duration of the hot work. If hot work is interrupted to permit
pumping of ballast or other operations using the cargo, venting or inerting system, hot work should not be re-started until all
precautions have been re-checked, and a new hot work permit has been issued.
No hot work should be carried out on bulkheads of bunker tanks containing bunkers, or within 0.5 metres from such
bulkheads.
2.8.1.1.4 Hot Work in Enclosed Spaces
A compartment in which hot work is to be undertaken should be cleaned and ventilated until tests of the atmosphere indicate
21% oxygen content by volume and not more than 1% LFL. It is important to continue ventilation during hot work.
Adjacent cargo tanks, including diagonally positioned tanks, should either have been cleaned and gas feed to hot work
standard, or cleaned and hydrocarbon vapour content reduced to not more than 1% by volume and kept inerted, or
141
Completely filled with water. Other cargo tanks which are not gas fee should be purged of hydrocarbon vapour to less than
2% by volume and kept inerted and secured.
On a vessel without an inert gas system, all tanks except tanks containing slops should be cleaned and gas feed. Slops
should be placed in a tank as far as possible from the hot work area, and the tank kept closed.
Adjacent ballast tanks, and compartments other than cargo tanks, should be checked to ensure they are gas free and safe for
hot work. If found to be contaminated by hydrocarbon liquid or vapours , the cause of the contamination should be
determined and the tank(s) cleaned and gas feed.
All interconnecting pipelines to other compartments should be flushed through with water, drained, vented and isolated from
the compartment where hot work will take place. Cargo lines may be subsequently inerted or completely filled with water if
considered necessary. Vapour lines and inert gas lines to the compartment should also be ventilated and isolated. Heating
coils should be flushed.
All sludge, cargo-impregnated scale, sediment or other material likely to give off vapour which is flammable, should be
removed from an area of at least 10 metres around the area of hot work. Special attention must be given to the reverse sides
of frames and bulkheads. Other areas that may be affected by the hot work, such as the area immediately below, should also
be cleaned.
An adjacent fuel oil bunker tank may be considered safe if tests using a combustible gas indicator give a reading of not more
than 1% LFL in the ullage space of the bunker tank, and no heat transfer through the bulkheads of the bunker tank will be
caused by the hot work.
2.8.1.1.5 Hot Work on the Open Deck
If hot work is to be undertaken on the open deck, cargo and slop tanks within a radius of at least 30 metres around the
working area must be cleaned and hydrocarbon vapour content reduced to less than 1% LFL by volume and inerted. All other
cargo tanks in the cargo area must be inerted with openings closed.
Adjacent ballast tanks, and compartments other than cargo tanks, should be checked to ensure they are gas-free and safe for
hot work. If found to be contaminated by hydrocarbon liquid or vapours they should be cleaned and gas freed.
On a vessel without an inert gas system all cargo tanks except those containing slops, must be cleaned and freed of
hydrocarbon vapour to less than 1% LFL. Tanks containing slops should be kept closed and be beyond 30 metres from the
work area.
2.8.1.1.6 Hot Work on Pipelines
Hot work on pipelines and valves should only be permitted when the appropriate item has been detached from the system by
cold work, and the remaining system blanked off. The item to be worked on should be cleaned and gas freed to a “safe for
hot work” standard, regardless of whether or not it is removed from the hazardous cargo area. Heating coils should be
flushed and opened to ensure that they are clean and free of hydrocarbons.
2.8.1.1.7 Checks by Officer Responsible for Safety
Immediately before hot work is started the officer responsible for safety precautions should examine the area where hot work
is to be undertaken, and ensure that the oxygen content is 21% by volume and that tests with a combustible gas indicator
show not more than 1% LFL.
Adequate fire-fighting equipment must be laid out and be ready for immediate use. Fire watch procedures must be
established for the area of hot work, and in adjacent, non-inerted spaces where the transfer of heat, or accidental damage,
may create a hazard e.g. damage to hydraulic lines, electrical cables, thermal oil lines etc. Monitoring should be continued
sufficient time after completion of hot work. Effective means of containing and extinguishing welding sparks and molten
slag must be established.
The work area must be adequately and continuously ventilated. The frequency of atmosphere monitoring must be
established. Atmospheres should be re-tested after each break in work periods, and at regular intervals. Checks should be
made to ensure there is no ingress of flammable vapours or liquids, toxic gases or iner gas from adjacent or connected
spaces.
142
Welding and other equipment employed should be carefully inspected before each occasion of use to ensure it is in good
condition. Where required it must be correctly earthed. Special attention must be paid when using electric-arc equipment
ensuring:
* That electrical supply connections are made in a gas free space;
* That existing supply wiring is adequate to carry the electrical current demanded without overloading,
causing heating;
* The insulation of flexible electric cables laid across the deck is in good condition;
* The cable route to the worksite is the safest possible, only passing over gas free or inerted spaces; and
* The earthing connection is adjacent to the work site with the earth return cable led directly back to the
welding machine.
Any changes in the conditions which formed the basis for issuing the original hotwork permit should invalidate it. Hot
work should cease, and not be restarted until all safety precautions have been re-checked and a new hot work permit
has been issued.
4.12 WORK ON A JETTY OR PETROLEUM BERTH OR ON A TANKER AT A BERTH
4.12.2 Hot work Permits
This form of permit is intended to ensure a high degree of control and supervision when it is required to carry out hot work
on board (see Section 2.8 for general precaution and approval for hot work; see Appendix F for hot work permit).
Appendix F, Hot Work Permit
Refer to document
5.9 Does the fire fighting equipment meet SOLAS

requirements?
5.9.2 Are fire mains, pumps, hoses and nozzles in a satisfactory condition and available for immediate
use?
SOLAS II-2 Reg.4
Refer to document
5.9.3 Is the emergency fire pump fully operational and are starting instructions clearly displayed?
Fire pumps, fire mains, hydrants and hoses
In cargo ships of 2,000 tons gross tonnage and upwards if a fire in any compartment could put all the pumps out of
action there shall be an alternative means consisting of a fixed, independently driven emergency pump which shall be
capable of supplying two jets of water to the satisfaction of the Administration.(See document for details of pump and
location requirements).
5.9.4 Are isolating valves in fire and foam system lines clearly marked and in a satisfactory condition?
143
Regulation 4.3.6
Fire pumps, fire mains, hydrants and hoses.
Arrangements of fire pumps and of fire mains
In tankers, isolation valves shall be fitted in the fire main at poop front in a protected position and on the tank deck at intervals
of not more than 40m to preserve the integrity of the fire main system in case of fire or explosion.
5.9.5 Do portable fire extinguisher appear to be in satisfactory condition with operating instructions clearly marked?
SOLAS II-2 Regs. 6,21
Regulation 6
Fire extinguisher
1 All fire extinguisher shall be of approved types and designs.
1.1 The capacity of portable fluid extinguishers shall not be more than 13.5 litres and not less than 9 litres. Other
extinguishers
shall be at least as portable at the 13.5 litres fluid extinguisher and shall have a fire extinguishing capacity at least
equivalent to that of a 9 litres fluid extinguisher.
1.2 The Administration shall determine the equivalents of the extinguishers.
2 Spare charges shall be provided in accordance with requirements to be specified by the Administration.
3 Fire extinguishers containing an extinguishing medium which, in the opinion of the Administration, either by itself or
under expected conditions of use gives off toxic gases in such quantities to endanger persons shall not be permitted.
4 A portable foam applicator unit shall consist of an air-foam nozzle of an inductor type capable of being connected to
the fire main by a fire hose, together with a portable tank containing at least 20 litres of foam making liquid and one spare
tank. The nozzle shall be capable of producing effective foam suitable for extinguishing an oil fire, at the rate of 1.5m3/min.
5 Fire extinguishers shall be periodically examined and subjected to such tests as the Administration may require.
6 One of the portable fire extinguishers intended for use in any space shall be stowed near the entrance to that space.
7 Accommodation spaces, service spaces and control stations shall be provided with portable fire extinguishers of
appropriate types and sufficient number to the satisfaction of the Administration. Ships of 1,000 tons gross tonnage and
upwards shall carry at least five portable fire extinguishers.
Regulation 21
Ready availability of fire extinguishing appliances
In all ships, fire extinguishing appliances shall be kept in good order and available for immediate use at all times.
5.9.6 Are fireman’s outfits, including breathing apparatus, in satisfactory condition and ready for immediate use?
SOLAS II-2 Reg. 17.1
Regulation 17.1
Fireman’s outfit
1 A fireman’s outfit shall consist of:

1.1 Personal equipment comprising:
.1 Protective clothing at 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 and gloves of rubber or other electrically non-conducting material.
.3 A rigid helmet providing effective protection against impact.
.4 An electric safety lamp (hand lantern) of an approved type with a minimum burning period of 3 hours.
.5 An axe to the satisfaction of the Administration.
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1.2 A breathing apparatus of an approved type may be either:

.1 A smoke helmet or smoke mask which shall be provided with a suitable air pump and a length of air hose
sufficient to reach from the open deck, well clear of hatch or doorway, to any part of the holds or machinery spaces.
If, in order to comply with this subparagraph, an air hose exceeding 36 metres in length would be necessary, a self
contained breathing apparatus shall be substituted or provide in addition as determined by the Administration; or
.2 A self contained compressed-air-operated breathing apparatus, the volume of air contained in the cylinders of which
shall be at least 1,200 litres, or other self contained breathing apparatus which shall be capable of functioning for at
least 30 min. A number of spare charges, suitable for use with the apparatus provided, shall be available on board to
the satisfaction of the Administration. (Final paragraph applies to passenger ships)
5.9.7 Are breathing apparatus sets fitted with fully pressurized air cylinders?
SOLAS II-2 Reg. 17.1.2.2
See 5.9.6
5.9.8 Are sufficient fully charged spare air cylinders available?

SOLAS II02 Reg. 17.1.2.2
See 5.9.6
5.9.9 Is the International Ship/Shore connection readily available and is the location clearly marked?
SOLAS II-2 Reg. 19
Regulation 19
International shore connection
1. Ships of 500 tons gross tonnage and upwards shall be provided with at least one international shore connection,
complying with the provisions of paragraph 3.
2. Facilities shall be available enabling such a connection to be used on either side of the ship.
3. Standard dimensions of flanges for the international shore connection shall be in accordance with the following table:
Description Dimension
Outside diameter 178 mm
Inside diameter 64 mm
Bolt circle diameter 132 mm
Slots in flange 4 holes 19 mm in diameter spaced
equidistantly on a bolt circle of the above
diameter, slotted to the flange periphery
Flange thickness 14.5 mm minimum
Bolts and nuts 4, each of 16 mm diameter, 50 mm in length
4. The connection shall be of steel or other suitable material and shall be designed for 1.0 N/mm2 services. The flange
shall have a flat face on one side and on the other shall be permanently attached to a coupling that will fit the ship’s hydrant
and hose. The connection shall be kept aboard the ship together with a gasket of any material suitable for 1.0 n/mm2 services,
together with 4 by 16 mm bolts, 50 mm in length and eight washers.
5.9.10 Are the fixed deck, pumproom and engine room fire extinguishing systems, where fitted, in a satisfactory
condition and are clear operating instructions posted?
SOLAS II-2 Reg. 7, 8, 9, 10, 61, 63
Regulation 7
Fire extinguishing arrangements in machinery spaces
1 Spaces containing oil-fired boilers or oil fuel units
1.1 Machinery spaces of category A containing oil-fired boilers or oil fuel units shall be provided with any one of the
following fixed fire-extinguishing systems:
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.1 a gas system complying with the provisions of regulation 5;

.2 a high expansion foam system complying with the provisions of regulation 9;
.3 a pressure water-spraying system complying with the provisions of regulation 10.
In each case if the engine and boiler room are not entirely separate, or if fuel oil can drain from the boiler room into the engine
room, the combined engine room and boiler rooms shall be considered as one compartment.
1.2 There shall be in each boiler room at least one set of portable foam applicator units complying with the provisions of
regulation 6.4.
1.3 There shall be at least two portable foam extinguishers or equivalent in each firing space in each boiler room and in
each space in which a part of the oil fuel installation is situated. There shall be not less than one approved foam-type
extinguisher of at least 135 litres capacity or equivalent in each boiler room. These extinguishers shall be provided with hoses
on reels suitable for reaching any part of the boiler room. In the case of domestic boilers of less than 175 kW in cargo ships
the Administration may consider relaxing the requirements of this paragraph.
1.4 In each firing space there shall be a receptacle containing sand, sawdust impregnated with soda, or other approved dry
material in such quantity as may be required by the Administration. An approved portable extinguisher may be substituted as
an alternative.
2. Spaces containing internal combustion machinery
Machinery spaces of category A containing internal combustion machinery shall be provided with:
.1 One of the fire extinguishing systems required by paragraph 1.1.

.2 At least one set of portable air-foam equipment complying with the provisions of regulation 6.4.
.3 In each such space approved foam-type fire-extinguishers, each of at least 45 l capacity or equivalent, sufficient in
number to enable foam or its equivalent to be directed on to any part of the fuel and lubricating oil pressure systems, gearing
and other fire hazards. In addition there shall be provided a sufficient number of portable foam extinguishers or equivalent
which shall be so located so that no point in the space is more than 10 m walking distance from an extinguisher and that there
are at least two such extinguishers in each such space. For smaller spaces of cargo ships the Administration may consider
relaxing the requirement.
3. Spaces containing steam turbines or enclosed steam engines

In spaces containing steam turbines or enclosed steam engines used either for main propulsion or for other purpose when such
machinery has in the aggregate a total output of not less than 375 kW there shall be provided:
.1 Approved foam fire extinguishers each of at least 45 l capacity or equivalent sufficient in number to enable foam or its
equivalent to be directed on to any part of the pressure lubrication system, on to any part of the casings enclosing pressure
lubricated parts of the turbines, engines or associated gearing, and any other fire hazards. However, such extinguishers shall
not be required if protection at least equivalent to that required by this sub-paragraph is provided in such spaces by a fixed
fire-extinguishing system fitted in compliance with paragraph 1.1.
.2 A sufficient number of portable foam extinguishers or equivalent which shall be so located than no point in the space is
more than 10 m walking distance from an extinguisher and that there are at least two such portable extinguishers in each such
space, except that such extinguishers shall not be required in addition to any provided in compliance with paragraph 1.3.
.3 One of the fire extinguishing systems required by paragraph 1.1, where such spaces are periodically unattended.
4. Fire extinguishing appliances in other machinery spaces
Where, in the opinion of the Administration, a fire hazard exists in any machinery space for which no specific provisions for
fire extinguishing appliances are prescribed in paragraph 1, 2 and 3, there shall be provided in, or adjacent to, that space such a
number of approved portable fire extinguishers or other means of fire extinction as the Administration may deem sufficient.
5. Fixed fire-extinguishing systems not required by this chapter

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Where a fixed fire-extinguishing system not required by this chapter is installed, such a system shall be to the satisfaction of
the Administration.
6. Not applicable.
Regulation 8
Fixed low-expansion foam fire extinguishing systems in machinery spaces
1. Where in any machinery space a low-expansion foam fire-extinguishing system is fitted in addition to the requirements
of regulation 7, such system shall be capable of discharging through fixed discharge outlets in not more than 5 min a quantity
of foam sufficient to cover to a depth of 15 mm the largest single area over which oil fuel is liable to spread. The system shall
be capable of generating foam suitable for extinguishing fires. Means shall be provided for effective distribution of the foam
through a permanent system of piping and control valves or cocks to suitable outlets, and for the foam to be effectively
directed by fixed sprayers on the other main fire hazards in the protected space. The expansion ratio of the foam shall not
exceed 12 to 1.
2. The means control of any such system shall be readily accessible and simple to operate and shall be grouped together in
as few locations as possible at positions not likely to be cut off by a fire in a protected space.
Regulation 9
Fixed high-expansion foam fire-extinguishing systems in machinery spaces
1.1 Any required fixed high-expansion foam system in machinery spaces shall be capable of rapidly discharging through
fixed discharge outlets a quantity of foam sufficient to fill the greatest space to be protected at a rate of at least 1m in depth per
minute. The quantity of foam forming liquid available shall be sufficient to produce a volume of foam equal to five times the
volume of the largest space to be protected. The expansion ration of the foam shall not exceed 1,000 to 1.
1.2 The Administration may permit alternative arrangements and discharge rates that it is satisfied that equivalent
protection is achieved.
2 Supply ducts for delivering foam, air intakes to the foam generator and the number of foam producing units shall in the
option of the Administration be such as will provide effective foam production and distribution.
3 The arrangements of the foam generator delivery ducting shall be such that a fire in the protected space will not affect
the foam generating equipment.
4 The foam generator, its sources of power supply, foam-forming liquid and means of controlling the system shall be
readily accessible and simple to operate and shall be grouped in as few locations as possible at positions not likely to be cut off
by a fire in the protected space.
Regulation 10
Fixed pressure water spraying fire-extinguishing systems in machinery spaces
1 Any required fixed pressure water-spraying fire-extinguishing system in machinery spaces shall be provided with
spraying nozzles of an approved type.
2 The number and arrangement of the nozzles shall be to the satisfaction of the Administration and shall be such as to
ensure an effective average distribution of water of at least 5 litres/m2 per minute in the spaces to be protected. Where
increased application rates are considered necessary, these shall be to the satisfaction of the Administration. Nozzles shall be
fitted above bilges, tank tops and other areas which oil fuel is liable to spread and also above other specific fire hazards in the
machinery spaces.
3 The system may be divided into sections, the distribution valves of which shall be operated from easily accessible
positions outside the spaces to be protected and will not be readily cut off by the fire in the protected space.
4 The system shall be kept charged at the necessary pressure and the pump supplying the water for the system shall be
put automatically into action by a pressure drop in the system.
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5. The pump shall be capable of simultaneously supplying at the necessary pressure all sections of the system in any one
compartment to be protected. The pump and its controls shall be installed outside the space or spaces to be protected. It shall
not be possible for a fire in the spaces protected by the water-spraying system to put the system out of action.
6 The pump may be driven by internal combustion machinery but, if it is dependent upon power being supplied from
the emergency generator fitted in compliance with the provisions of regulation II-1/44 or II-1/45, as appropriate, that
generator shall be so arranged as to start automatically in case of main power failure so that power for the pump required by
paragraph 5 is immediately available. When the pump is driven by independent internal combustion machinery it shall be so
situated that a fire in the protected space will not affected the air supply to the machinery.
7. Precautions shall be taken to prevent the nozzles from becoming clogged by impurities in the water or corrosion of
piping nozzles, valves and pump.
Regulation 61
Fixed deck foam system
1 The arrangements for providing foam shall be capable of delivering foam to the entire cargo tanks deck area as well
as into any cargo tank the deck of which has been ruptured.
2 The deck foam system shall be capable of simple and rapid operation. The main control station for the system shall
be suitable located outside the cargo area, adjacent to the accommodation spaces and readily accessible and operable in the
event of fire in the areas protected.
3 The rate of supply of foam solution shall be not less than the greatest of the following:
.1 0.6 litres/min per square metre of cargo tanks deck area, where cargo tanks deck area means the maximum
breadth of the ship multiplied by the total longitudinal extent of the cargo tank spaces;
.2 6 litres/min per square metre of the horizontal sectional area of the single tank having the largest such area;
.3 3 litres/min per square metre of the area protected by the largest monitor, such area being entirely forward of
the monitor, but not less than 1,250 litres/min.
4 Sufficient foam concentrate shall be supplied to ensure at least 20 min of foam generation in tankers fitted with an
inert gas installation or 30 min of foam generation in tankers not fitted with an inert gas installation when using solution rates
stipulated in above paragraph 3.1, 3.2 or 3.3, whichever is the greatest. The foam expansion ratio (i.e., the ratio of the
volume of foam produced to the volume of the mixture of water and foam-making concentrate supplied) shall not generally
exceed 12 to 1. Where system essentially produce low-expansion foam but an expansion ratio slightly in excess of 12 to 1,
the quantity of foam solution available shall be calculated as for 12 to 1 expansion ratio system. When medium-expansion
ratio foam (between 50 to 1 and 150 to 1 expansion ratio) is employed, the application rate of the foam and capacity of a
monitor installation shall be to the satisfaction of the Administration.
5 Foam from the fixed foam system shall be supplied by means of monitors and foam applicators. At least 50% of the
foam solution supply rate required in paragraph 3.1 and 3.2 shall be delivered from each monitor. On tankers of less than
4,000 tonnes deadweight the Administration may not require installation of monitors but only applicators. However, in such
a case the capacity of each applicator shall be at least 25% of the foam solution supply rate required in paragraph 3.1 or 3.2.
6.1 The number and position of monitors shall be such as to comply with paragraph 1. The capacity of any monitor shall be
at least 3 litres/min of foam solution per square metre of deck area protected by the monitor, such area being entirely
forward of the monitor. Such capacity shall be not less than 1,250 litres/min.
6.2 The distance from the monitor to the farthest extremity of the protected area forward of the monitor shall not be more
than 75% of the monitor throw in still air conditions.
7. A monitor and hose connection for a foam applicator shall be situated both port and starboard at the front of the poop
or accommodation spaces facing the cargo tanks deck. On tankers of less than 4,000 tonnes deadweight a hose connection
for a foam applicator shall be situated both port and starboard at the front of the poop or accommodation spaces facing the
cargo tanks deck.
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8. Applicators shall be provided to ensure flexibility of action during fire-fighting operations and to cover areas screened
from the monitors. The capacity of any applicator shall be not less than 400 litres/min and applicator throw in still air
conditions shall be not less than 15 m. The number of foam applicators provided shall be not less than four. The number and
disposition of foam main outlets shall be such that foam from at least two applicators can be directed on to any part of the
cargo tanks deck area.
9. 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 sections of those mains.
10. Operation of a deck foam system at its required output shall permit the simultaneous use of the minimum required
number of jets of water at the required pressure from the fire main.
Regulation 63
Cargo pump-rooms
1. Each cargo pumproom 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 should be provided with a system suitable for
machinery spaces of category A.
1.1 Either a carbon dioxide or a halogenated hydrocarbon system complying with the provisions of regulation 5 and with
the following:
.1 the alarms referred to in regulation 5.1.6 shall be safe for use in flammable cargo vapour/air mixture;
.2 a notice shall be exhibited at the control stating that due to the electrostatic ignition hazard, the system is to be
used only for fire extinguishing and not for inerting purposes.
1.2 A high expansion foam system complying with the provisions of regulation 9, provided that the foam concentrate
supply is suitable for extinguishing fires involving the cargoes carried.
1.3 A fixed pressure water-spraying system complying with the provisions of regulation 10.
2 Where the extinguishing medium used in the cargo pump-room system is also used in system serving other spaces,
the quantity of medium provided, or it’s delivery rate need not be more than maximum required for the largest
compartment.
5.10 Are measures in place to effectively isolate

ventilation to accommodation, machinery and service
spaces?
SOLAS II-2 Reg. 11
Regulation 11
Special arrangements in machinery spaces
1 The provisions of this regulation shall apply to machinery spaces of category A and, where the Administration
considers it desirable, to other machinery spaces.
2.1 The number of skylights, doors, ventilators, openings in funnels to permit exhaust ventilation and other openings to
machinery spaces shall be reduced to a minimum consistent with the needs of ventilation and the proper safe working of the
ship.
2.2 Skylights shall be of steel and shall not contain glass panel. Suitable arrangements shall be made to permit the
release of smoke, in the event of fire, from the space to be protected.
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2.3 Not applicable.
3 Windows shall not be fitted in machinery space boundaries. This does not preclude the use of glass in control rooms
within the machinery spaces.
4 Means of control shall be provided for:
.1 opening and closing of skylights, closure of openings in funnels which normally allow exhaust
ventilation, and closure of ventilator dampers:
.2 permitting release of smoke;
.3 closing power operated doors or actuating release mechanism on doors other than power operated watertight
doors;
.4 stopping ventilation fans; and
.5 stopping forced draft and induced draft fans, oil fuel transfer pumps, oil fuel unit pumps and other similar
fuel pumps.
5 The controls required in paragraph 4 and in regulation 15.2.5 shall be located outside the space concerned, where they
will not be cut off in the event of fire in the space they serve. In passenger ships such controls and the controls for any
required fore extinguishing system shall be situated at one control position or grouped in as few positions as possible to the
satisfaction of the Administration. Such positions shall have safe access from the open deck.
6 When access to any machinery space of category A is provided at a low level from an adjacent shaft tunnel, there
shall be provided in the shaft tunnel, near the watertight door, a light steel fire-screen door operable from each side.
7 For periodically unattended machinery spaces in cargo ships, the Administration shall give special consideration to
maintaining fire integrity of the machinery spaces, the location and centralization of the fire extinguishing system controls,
the required shutdown arrangements (e.g. ventilation, fuel pumps etc) and may require additional fire extinguishing
appliances and other fire-fighting equipment and breathing apparatus. In passenger ships these requirements shall be at least
equivalent to those of machinery spaces normally attended.
8 A fixed fire detection and alarm system complying with the provisions of regulation 14 shall be fitted in any
machinery space:
.1 where the installation of automatic and remote control system and equipment has been approved in lieu of
continuous manning of the space; and
.2 where the main propulsion and associated machinery including sources of main electrical supply are
provided with various degrees of automatic or remote control and are under continuous manned supervision
from a control room.
5.11 Are fixed fire detection and alarm systems fully

operational and tested regularly?
SOLAS II-2 Reg, 13
Regulation 13
Fixed fire detection and fire alarm systems
1 General requirements
1.1 Any fixed fire detection system with manually operated call points shall be capable of immediate operation at all
times.
1.2 Power supplies and electric circuits necessary for the operation of the system shall be monitored for loss of power and
fault conditions as appropriate. Occurrence of a fault condition shall initiate a visual and audible at the control panel
which shall be distinct from a fire signal.
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1.3 There shall be not less than two sources of power supply for the electrical equipment used in the operation of the fire
detection and fire alarm system, one of which shall be an emergency source. The supply shall be provided by separate
feeders reserved solely for that purpose. Such feeders shall run to an automatic change-over switch situated in or adjacent to
the control panel for the detection system.
1.4 Detectors and manually operated call points shall be grouped into sections. The activation of any detector or manually
operated call point shall initiate a visual and audible fire signal at the control panel and indicating units. If the signal have
not received attention within 2 min an audible alarm shall be automatically sounded throughout the crew accommodation and
service spaces, control stations and machinery spaces of category A. This alarm sounder system need not be an integral part
of the detection system.
1.5 The control panel shall be located on the navigating bridge or in the main fire control station.
1.6 Indicating units shall denote the section in which a detector or manually operated call point has operated. At least one
unit shall be so located that it is easily accessible to responsible members of the crew at all times, when at sea or in port
except when the ship is out of service. One indicating unit shall be located on the navigating bridge if the control panel is
located in the main fire control station.
1.7 Clear information shall be displayed on or adjacent to each indicating unit about the spaces covered and the location
of the sections.
1.8 No section covering more than one deck within accommodation, service and control stations shall normally be
permitted except a section which covers an enclosed stairway. In order to avoid delay in identifying the source of fire, the
number of enclosed spaces included in each section shall be limited as determined by the Administration. In no case shall
more than 50 enclosed spaces be permitted in any section.
1.9 Not applicable.
1.10 A section of fire detectors which covers a control station, a service space or an accommodation space shall not include
a machinery space of category A.
1.11 Detectors shall be operated by heat, smoke, or other products of combustion, flame or any combination of these
factors. Detectors operated by other factors indicative or incipient fires may be considerate by the Administration provided
that they are not less sensitive than such detectors. Flame detectors shall only be used in addition to smoke or heat detectors.
1.12 Suitable instructions and component spares for testing and maintenance shall be provided.
1.13 The function of the detection system shall be periodically tested to the satisfaction of the Administration by means of
equipment producing hot air at the appropriate temperature, or smoke or aerosol particles having the appropriate range of
density or particle size, or other phenomena associated with incipient fire to which the detector is designated to respond. All
detectors shall be of such a type that they can be tested for correct operation and restored to normal surveillance without the
removal of any component.
1.14 The fire detection system shall not be used for any other purpose, except that closing of fire doors and similar
functions may be permitted at the control point.
2 Installation requirements
2.1 Manually operated call points shall be installed throughout the accommodation spaces, service spaces and control
stations. One manually operated call point shall be located at each exit. Manually operated call point shall be readily
accessible in the corridors of each deck such that no part of the corridor is no more than 20 m from a manually operated call
point.
2.2 Smoke detectors shall be installed in all stairways, corridors and escape routes within accommodation spaces.
Consideration shall be given to the installation of special purpose smoke detectors within ventilation ducting.
2.3 Where a fixed fire detection system is required for the protection of spaces other than those specified in paragraph
2.2, at least one detector complying with paragraph 1.11 shall be installed in each such space.
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2.4 Detectors shall be located for optimum performance. Positions near beams and ventilation ducts or other positions
where patterns of air flow could adversely affect performance and positions where impact or physical damage is likely shall be
avoided. In general, detectors which are located on the overhead shall be a minimum of 0.5 m away from bulkheads.
2.5 The maximum spacing of detectors shall be in accordance with the table below:
Type of Maximum Maximum Maximum

detector floor areas Distance Distance
per detector Apart Away from
Between Bulkheads
centres
Heat 37 m2 9m 4.5 m
Smoke 74 m2 11 m 5.5 m
The Administration may require or permit other spacings being upon test data which demonstrate the characteristics of the
detectors.
2.6 Electrical wiring which forms part of the system shall be so arrange as to avoid galleys, machinery spaces of category
A, and other enclosed spaces of high fire risk except where it is necessary to provide for fire detection or fire alarm in such
spaces or to connect to the appropriate power supply.
3 Design requirements
3.1 The system and equipment shall be suitably designed to withstand supply voltage variations and transients, ambient
temperature changes, vibration, humidity, shock, impact and corrosion normally encountered in ships.
3.2 Smoke detectors required by paragraph 2.2 shall be certified to operate before the smoke density exceeds 12.5 %
obscuration per metre, but not until the smoke density exceeds 2 % obscuration per metre. Smoke detectors to be installed in
other spaces shall operate within sensivity limits to the satisfaction of the Administration having regard to the avoidance of
detector insensitivity or oversensitivity.
3.3 Heat detectors shall be certified to operate before the temperature exceeds 78°C but not until the temperature exceeds
54°C, when the temperature is raised to those limits at rate less than 1°C per minute. At higher rates of temperature rise, the
heat detector shall operate within sensitivity limits to the satisfaction of the Administration having regard to the avoidance of
detector insensitivity or oversensitivity.
3.4 At the discretion of the Administration, the permissible temperature of operation of heat detectors may be increased to
30°C above the maximum deckhead temperature in drying rooms and similar places of a normal high ambient temperature.
5.12 If a system to monitor flammable atmospheres in non-cargo

spaces is fitted, are recorders, alarms and the manufacturers test
procedures in order?
ISGOTT 7.8; 8.2; 18.5 SOLAS II-2 Reg. 13-1
ISGOTT 7.8 MONITORING OF VOID AND BALLAST SPACES
Void and ballast spaces located within the cargo tank block should be routinely monitored to check that no leakage has
occurred from adjacent cargo tanks. Monitoring should include regular atmosphere checks for hydrocarbon content and
regular sounding/dipping of the empty spaces.
The guidance given in Chapter 8 ‘Double Hull Operations’ should be followed to the extent that it may apply to single hull
tankers, particularly with regard to routine monitoring procedures (Section 8.2); actions to be taken in the vent of cargo
leakage being detected (Section 8.5) and the handling of ballast after a leak(Section 8.9).
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ISGOTT 8.2 ROUTINE MONITORING OF DOUBLE HULL SPACES
Double hull spaces should be regularly monitored in order to check the integrity of the inner shell plating. This can be
accomplished by monitoring the ballast tank atmosphere for hydrocarbon gas, and by regular sounding/ullaging of ballast
tanks. The sampling referred to in this section is for leak detection purposes only, and should not be used as the criteria for
tank entry. Section 8.3 refers to the procedures relating to tank entry for double hull spaces.
The atmosphere in each double hull tank and double bottom tank should be monitored for hydrocarbon content:
• Regularly during the loaded passage.
• Prior to ballasting the tank following a period of heavy weather.
• After any unusual event or occurrence e.g. unexpected lists, unforeseen operational problems.
The atmosphere monitoring programme should ensure the each tank is monitored at least once per week during the loaded
passage. However, where ships are engaged on short haul voyages which make this impracticable, visual inspection of the
tanks or the ballast water is considered to be a suitable alternative measure.
The hydrocarbon measurements should be taken with a portable gas detector at designated sampling points using installed
fixed lines or a portable sampling hose, or with a fixed gas detection system where one is installed.
Where fixed gas detection systems are installed, operators should develop procedures to ensure that tank atmospheres are
monitored on a regular basis. They should ensure that full operating, maintenance and fault detection instructions are readily
available to ship’s personnel, and that they are familiar with the use of the equipment.
Information as to the point of origin of each fixed sampling line should be readily available to ship’s personnel.
Procedures should be developed for the regular clearing of all fixed sampling lines.
The ship should be provided with information relating to any restrictions on lowering a sampling hose into the tank which
might be imposed as a result of normal operating trim or list.
During the loaded passage, ballast tanks should be sounded on a frequent and regular basis as a back up method of detecting
any oil leakage into them.
After ballasting, tanks should be checked visually to ascertain if any oil is present. A similar procedure should be carried out
prior to discharge of ballast.
During the ballast voyage, the usage of each ballast tank should be checked at frequent and regular intervals. Consideration
should also be given to the feasibility of routine monitoring to detect water ingress to the cargo tanks.
ISGOTT 18.5 FIXED FLAMMABLE GAS DETECTION INSTALLATIONS
Fixed installations have been employed to a limited extent in a few petroleum tankers to monitor the flammability of the
atmosphere in spaces such as pipe tunnels in double bottoms and pump-rooms. Three general arrangements have been
developed for fixed monitoring, thus:
• A multiplicity of sensing devices is distributed throughout the spaces to be monitored. Signals are taken sequentially
from them by a central control.
• A gas measurement system is installed in the central control room. Samples of the atmospheres to be checked are
drawn sequentially, usually by vacuum pump, through vacuum lines to the central gas measurement system,. It is
important ensure that there is no leakage of air into the system which would dilute the samples and cause misleading
readings.
• Infra-red sensors are located in the space being monitored and the electronics necessary for processing the signals are
located in a safe location, usually the central control room.
SOLAS II-2 Regulation 13-1

Sample extraction smoke detector systems
(This regulation applies to ships constructed on or after 1 February 1992)

153
1 General requirements
1.1 Wherever in the text of this regulation the word system appears, it shall mean sample extraction smoke detection
system.
1.2 Any required system shall be capable of continuous operation at all the time except that systems operating on a
sequential scanning principle may be accepted, provided that the interval between scanning the same position twice gives an
overall response time to the satisfaction of the Administration.
1.3 Power supplies necessary for the operation of the system shall be monitored for loss of power. Any loss of power shall
initiate a visual and audible signal at the control panel and the navigating bridge which shall be distinct from a signal
indicating smoke detection.
1.4 An alternative power supply for the electrical equipment used in the operation of the system shall be provided.
1.5 The control panel shall be located on the navigating bridge or in the main fire control station.
1.6 The detection of smoke or other products of combustion shall initiate a visual and audible signal at the control panel
and the navigating bridge.
1.7 Clear information shall be displayed on or adjacent to the control panel designating the spaces covered.
1.8 The sampling pipe arrangements shall be such that the location of the fire can be readily identified.
1.9 Suitable instructions and component spares shall be provided for the testing and maintenance of the system.
1.10 The functioning of the system shall be periodically tested to the satisfaction of the Administration. The system shall
be of a type that can be tested for correct operation and restored to normal surveillance without the renewal of any component.
1.11 The system shall be designed, constructed and installed so as to prevent the leakage of any toxic or flammable
substances or fire-extinguishing media into any accommodation and service space, control station or machinery space.
2 Installation requirements
2.1 At least one smoke accumulator shall be located in every enclosed space for which smoke detection is required.
However, where a space is designed to carry oil or refrigerated cargo alternatively with cargoes for which a smoke sampling
system is required, means may be provided to isolate the smoke accumulators in such compartments for the system. Such
means shall be to the satisfaction of the Administration.
2.2 Smoke accumulators shall be located for optimum performance and shall be spaced so that no part of the overhead
deck area is more than 12 m measured horizontally from an accumulator. Where systems are used in spaces which may be
mechanically ventilated, the position of the smoke accumulators shall be considered having regard to the effects of ventilation.
2.3 Smoke accumulators shall be positioned where impact or physical damage is unlikely to occur.
2.4 Not more than four accumulators shall be connected to each sampling point.
2.5 Smoke accumulators from more than one enclosed space shall be connected to the same sampling point.
2.6 Sampling pipes shall be self-draining and protected from impact or damage from cargo working.
3 Design requirements
3.1 The system and equipment shall be suitably designed to withstand supply voltage variations and transients, ambient
temperature changes, vibration, humidity, shock, impact and corrosion normally encountered in ships and to avoid the
possibility of ignition of flammable gas air mixture.
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3.2 The sensing unit shall be certified to operate before the smoke density within the sensing chamber exceeds 6.65%
obscuration per metre.
3.3 Duplicate sample extraction fans shall be provided. The fans shall be of sufficient capacity to operate with the normal
conditions or ventilation in the protected area and shall give an overall response time to the satisfaction of the Administration.
3.4 The control panel shall permit observation of smoke in the individual sampling pipe.
3.5 Means shall be provided to monitor the airflow through the sampling pipes so designed as to ensure that as far as
practicable equal quantities are extracted from each interconnected accumulator.
3.6 Sampling pipes shall be a minimum of 12 mm internal diameter except when used in conjunction with fixed gas fire-
extinguishing systems when the minimum size of pipe should be sufficient to permit the fire-extinguishing gas to be
discharged within the appropriate time.
3.7 Sampling pipes shall be provided with an arrangement for periodically purging with compressed air.
5.13 Are the emergency towing off wires (fire wires) in

OCIMF Mooring Equipment Guidelines. Section 3.11
3.11 FIRE WIRES
Terminals require the provision of so-called ‘fire-wires’ or ‘towing-off wires’. These are mooring wires hung over the off-
berth side of the ship. They enable tugs to pull the ship away from the pier without the assistance of any crew member in case
of a serious fire or explosion. Refer also to Reference 6(“International Safety Guide for Oil Tankers and Terminals”, 4th
edition, 1996), Chapter 3.7.2. (See Ref. 5.14).
A common method is to provide two wires, one near the bow and one near the stern. They are secured to bollards with a
minimum of five turns and are led directly to a shipside chock with no slack on deck. The outboard end of the line is provided
with an eye to which a heaving line is attached and led back to the deck. During loading or discharging, the heaving line is
periodically adjusted to maintain the eye of the fire wire one to two metres above the water as shown in Figure 3.15. (Refer to
document). Some terminals require different methods and operators should be aware of local regulations.
When not in use, the wires are preferably spooled onto reels which may be located on or below deck.
Fire wires should be of 6 x 36 IWRC construction and be made of the same type of steel as recommended for standard
mooring wires in Section 6. The use of synthetic or natural fibres ropes is not permitted as these would burn in the event of a
fire.
The following table gives guidance on minimum diameters and lengths for various ship sizes, however, lengths may vary
depend on positioning of mooring bitts and vessel’s freeboard.
KDWT Diameter (mm) Length (m)

20 – 100 28 45
100 – 300 38 60
Over 300 42 70
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5.14 Are the emergency towing off wires (fire wires)

properly rigged to meet terminal requirements?
OCIMF Mooring Equipment Guidelines, Section 3.11
ISGOTT 3.7.2
Mooring Equipment Guidelines, Section 3.11
See 5.13
ISGOTT 3.7 EMERGENVY RELEASE PROCEDURES
3.7.2 Emergency Towing Off Wires (Fire Wires)
Except at terminals where no tugs are available, towing off wires of adequate strength and condition should be made fast to
bollard on the tanker, forward and aft, and their eyes run out and maintained at, or about the waterline.
On tankers alongside a jetty, the fire wires should be hung in position which tugs ca reach without difficulty, usually the
offshore side; for tankers at buoy berths, they should be hung on the side opposite to the hose strings.
In order that sufficient wire can pay out to enable the tugs to tow effectively, enough slack should be retained between the
bollard and the fairlead and be prevent from running out by a rope yarn, or other easily broken means.
There are various methods for rigging emergency towing wires currently in use and the arrangement may vary from port to
port. Some terminals may require a particular method to be used and ship should be advise accordingly.
5.15 Are ship specific SOLAS Training and Maintenance

manuals for lifesaving appliances on board?
SOLAS III-B Reg. 35
Regulation 35
Training manual and on-board training aids

2 A training manual complying with the requirements of paragraph 3 shall be provided in each crew mess room
and recreation room or in each cabin.
3 The training manual, which may comprise several volumes, shall contain instructions and information, in easily
understood such information may be provided in the form of audio-visual aids in lieu of the manual. The following shall be
explained in detail:
.1 donning of lifejackets, immersion suits, and anti-exposure suits as appropriate;
.2 muster at the assigned stations;
.3 boarding, launching and clearing the survival craft and rescue boats, including, where applicable, use of
marine evacuation systems;
.4 method of launching from within the survival craft;
.5 release from launching appliances;
.6 methods and use of devices for protection in launching areas, where appropriate;
.7 illumination in the launching areas;
.8 use of all survival equipment;
.9 use of all detection equipment;
.10 with the assistance of illustrations, the use of the radio life-saving appliances;
.11 use of drogues;
.12 use of engine and accessories;
.13 recovery of survival craft and rescue boats including stowage and securing;
.14 hazards of exposure and the need for warm clothing;
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.15 best use of the survival craft facilities in order to survive;

.16 methods of retrieval, including use of helicopter rescue gear (slings, baskets, stretchers), breeches buoy and
shore life-saving apparatus and ship’s line throwing apparatus.
.17 all other functions contained in the muster list and emergency instructions; and
.18 instructions for emergency repair of the lifesaving appliances.
4 Every ship fitted with a marine evacuation system shall be provided with on-board training aids in the use of the
system.
5.16 Are all lifesaving appliances in a satisfactory

condition?
5.16.1 Are lifeboats, including equipment and lowering mechanisms, and liferafts, in a satisfactory
condition?
SOLAS III-B Reg. 31
Regulation 31
Survival craft and rescue boats
1 Survival craft
1.1 Cargo ships shall carry:
.1 one or more totally enclosed lifeboats complying with requirements of section 4.6 of the Code of such
aggregate capacity on each side of the ship as will accommodate the total number of persons on board; and
.2 in addition, one or more inflatable or rigid liferafts, complying with the requirements of section 4.2 or 4.3 of
the Code, stowed in a position providing for easy side-to-side transfer at a single open deck level, and of such
aggregate capacity as will accommodate the total number of person on board. If the lifetaft or liferafts are not
stowed in a position providing for easy side-to-side transfer at a single open deck level, the total capacity
available on each side shall be sufficient to accommodate the total number of persons on board.
1.2 In lieu of meeting the requirements of paragraph 1.1, cargo ships may carry:
.1 one or more free-fall lifeboats, complying with the requirements of section 4.7 of the Code, capable of being
free-fall launched over the stem of the ship of such aggregate capacity as will accommodate the total number
of persons on board; and
.2 in addition, one or more inflatable or rigid liferafts complying with the requirements of section 4.2 or 4.3 of the
Code, on each side of the ship, of such aggregate capacity as will accommodate the total number of persons on
board. The liferafts on at least one side of the ship shall be served by launching appliances.
1.3 In lieu of meeting the requirements of paragraph 1.1 or 1.2, cargo ships of less than 85 m in length other than oil
tankers, chemical tankers and gas carriers, may comply with the following:
.1 they shall carry on each side of the ship, one or more inflatable or rigid liferafts complying with the
requirements of section 4.2 or 4.3 of the Code and of such aggregate capacity as will accommodate the total
number of persons on board.
.2 unless the liferafts required by paragraph 1.3.1 are stowed in a position providing foe easy side-to-side transfer
at a single open deck level, additional liferafts shall be provided so that the total capacity available on each
side will accommodate 1500/0 of the total number of persons on board;
.3 if the rescue boat required by paragraph 2 is also a totally enclosed lifeboat complying with the requirements
of section 4.6 of the Code, it may be included in the aggregate capacity required by paragraph 1.3.1, provided
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that the total capacity available on either side of the ship is at least 150% of the total number of persons on
board; and
.4 in the event of any one survival craft being lost or rendered unserviceable, there shall be sufficient survival
craft available for use on each side, including any which are stowed in a position providing for easy side-to-
side transfer at a single open deck level, to accommodate the total number of persons on board.
1.4 Cargo ships where the horizontal distance from the extreme end of the stem or stern of the ship to the nearest of the
closest survival craft is more than 100 m shall carry, in addition to the liferafts required be paragraph 1.1.2 and 1.2.2 a
liferafts stowed as far forward or aft, or one as far forward and another as far aft, as is reasonable and practicable. Such liferaft
or liferafts may be securely fastened so as to permit manual release and need not be of type which can be launched from
an approved launching device.
1.5 With the exception of the survival craft referred to in regulation 16.1.1, all survival craft required to provide for
abandonment by the total number pf persons on board shall be capable of being launched with their full complement of
persons and equipment within a period of 10 min from the time the abandon ship signal is given.
1.6 Chemical tankers and gas carriers carrying cargoes emitting toxic vapours or gases* shall carry, in lieu of totally
enclosed lifeboats complying with the requirements of section 4.6 of the Code, lifeboats with a self-contained air support
system complying with the requirements of section 4.8 of the Code.
1.7 Oil tankers, chemical tankers and gas carriers carrying cargoes having a flashpoint not exceeding 60*C (closed-cup test)
shall carry, in lieu of totally enclosed lifeboats complying with the requirements of section 4.6 of the Code, fire-protected
lifeboats complying with the requirements of section 4.9 of the Code.
2 Rescue boats
Cargo ships shall carry at least one rescue boat complying with the requirements of section 5.1 of the Code. A lifeboat may
Be accepted as a rescue boat, provided that it also complies with the requirements for a rescue boat.
3 In addition to their lifeboats, all cargo ships constructed before 1 July 1986 shall carry:
.1 one or more liferafts capable of being launched on either side of the ship and of such aggregate capacity as will
accommodate the total number of persons on board. The liferaft or liferafts shall be equipped with a lashing or
an equivalent means of securing the liferaft which will automatically release it from a sinking ship; and
.2 where the horizontal distance from the extreme end of the stern or stern of the ship to the nearest end of the
closest survival craft is more than 100 ra, in addition to the liferafts required by the paragraph 3.1, a liferaft
stowed as far forward or aft, or one as far as far forward and another as far aft, as is reasonable and practicable.
Notwithstanding the requirements of paragraph 3.1, such liferaft or liferafts may be securely fastened so as to
permit manual release.
*Refer to the products for which emergency escape respiratory protection is required in chapter 17 of the International Code
for the Construction and Equipment of Ships Carrying Chemical in Bulk (IBC Code), adopted by the Maritime Safety
Committee by resolution MSC.4(48), and in chapter 19 of the International Code for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk (IGC Code), adopted by the Maritime Committee by resolution MSC.5(48).
5.16.2 Are hydrostatic release, if fitted to liferafts, correctly attached, in satisfactory condition,
and is servicing in date?
SOLAS III-B Reg. 13; LSA Code 4.1.6
Regulation 13
Stowage of survival craft
1 Each survival craft shall be stowed:

158
.1 so that the survival craft nor its stowage arrangements will interfere with the operation of any other survival craft or
rescue boat at any other launching station;
.2 as near the water surface as is safe and practicable and in the case of a survival craft other than a liferaft intended for
throw over board launching, in such a position that the survival craft in the embarkation position is not less than 2 m
above the waterline with the ship in the fully loaded condition under unfavourable conditions of trim of Lip to 10° and
listed up to 20° either way, or to the angle at which the ship’s weather deck edge becomes submerged, whichever is
less;
.3 in a state of continuous readiness so that two crew members can carry out preparations for embarkation and launching
in less than 5 min;
.4 fully equipped as required by this chapter and the Code; and
.5 as far as practicable, in a secure and sheltered position and protected from damage by tire and explosion. In particular,
survival craft on tanker, other than the liferafts required by regulation 31.1.4, shall not be stowed on or above a cargo
tank, slop tank, or other tank containing explosive or hazardous cargoes.
2 Lifeboats for lowering down the ship’s side shall be stowed as far forward of the propeller as practicable. On cargo
ships of 80 m in length and upwards but less than 120 m in length, each lifeboat shall be so stowed that the after end of the
lifeboat is not less than the length of the lifeboat forward of the propeller. On cargo ships of 120 m in length and upwards and
passenger ships of 80 m in length and upwards, each lifeboat shall be so stowed that the after end of the lifeboat is not less
than 1.5 times the length of the lifeboat forward of the propeller. Where appropriate, the ship shall be so arranged that
lifeboats, in their stowed positions, are protected from damage by heavy seas.
3 Lifeboats shall be stowed attached to launching appliances.
4.1 Every liferaft shall be stowed with its painter permanently attached to the ship.
4.2 Each liferaft or group of liferafts shall be stowed with a float-free arrangements complying with the requirements of
paragraph 4.1.6 of the Code so that floats free and if inflatable inflates automatically when the ship sinks.
4.3 Liferafts shall be so stowed as to permit manual release of one raft or container at a time from their securing
arrangements.
4.4 Paragraph 4.4 and 4.2 do not apply to liferafts required by regulation 34.1.4.
5 Davit-launched liferafts shall be stowed within reach of the lifting hooks, unless some means of transfer is provided
which is not rendered inoperable within the limits of trim and list prescribed in paragraph 1.2 or by ship motion or power
failure.
6 Liferafts intended for throw-overboard launching shall be so stowed as to be readily transferable for launching on either
side of the ship unless liferafts, of the aggregate capacity required by regulation 31.1 to be capable of being launched on either
side, are stowed on each side of the ship.
LSA Code 4.1.6

4.1.6 Float-free arrangements for liferafts
4.1.6.1 Painter system
The liferaft painter system shall provide a connection between the ship and the liferaft and shall be so arranged as to ensure
that the liferaft when released and, in the case of an inflatable liferaft, inflated is not dragged under by the sinking ship.
4.1.6.2 Weak link

159
If a weak link is used in the float-free arrangement, it shall:
.1 not be broken by the required to put the painter from the liferaft container;
.2 if applicable, be of sufficient strength to permit the inflation of the liferaft; and
.3 break under a strain of 2.2 ± 0.4 kN.
4.1.6.3 Hydrostatic release
If a hydrostatic release unit is used in the float-free arrangements, it shall:
.1 be constructed of compatible materials so as to prevent malfunction of the unit. Galvanizing or other forms of
metallic coating on parts of the hydrostatic release unit shall not be accepted;
.2 automatically release the liferaft at a depth of not more than 4 m;
.3 have drains to prevent the accumulation of water in the hydrostatic chamber when the unit is in its normal position:
.4 be so constructed as to prevent release when seas wash over the unit;
.5 be permanently marked on its exterior with its type and serial number;
.6 be permanently marked, on the unit or identification plate securely attached to the unit, with the date of
manufactured, type and serial number and whether the unit is suitable for use with a liferaft with a capacity of more
than 25 persons;
.7 be such that each part connected to the painter system has a strength of not less than that required for the painter;
and
.8 if disposable, in lieu of the requirement in paragraph 4.1.6.3.6, be marked with a meams of determining its date of
expiry.
5.16.3 Are survival craft portable VHF radios and Search and Rescue Radar Transponder (SARTS) in
satisfactory condition and charged?
6.2.2 Radar transponders
At least one radar transponder shall be carried on each side of every passenger ship and of every cargo ship of 500 gross
tonnage and upwards. At least one radar transponder shall be carried on every cargo ship of 300 gross tonnage and upwards
but less than 500 gross tonnage. Such radar transponder shall conform to performance standards not inferior to those adopted
by the Organization. The radar transponder: shall be stowed in such locations that they can be rapidly placed in any survival
craft other than the liferaft or liferafts required by the regulation 31.1.4. Alternatively one radar transponder shall be stowed in
each survival craft other than those required by regulation 31.1.4. On ships carrying at least two radar transponders and
equipped with free-fall lifeboats one of the radar transponders shall be stowed in the free-fall lifeboat and the other located in
the immediate vicinity of the navigation bridge so that it can be utilized on board and ready for transfer to any of the other
survival craft.
5.16.4 Are lifeboat and liferaft operating instructions displayed?

SOLAS III-B Reg.9
Regulation 9
Operating instructions

2 Posters or signs shall be provided on or in the vicinity of the survival craft and their launching controls and shall:
160
.1 illustrate the purpose of controls and the procedures for operating the appliance and give relevant instructions or
warnings;
.2 be easily seen under emergency lighting conditions; and
.3 use symbol in accordance with the recommendations of the Organization*
*Refer to the Symbols related to lifesaving appliances and arrangements adopted by the Organization by Resolution A 760
(18).
5.16.5 Are lifebuoys, lifebuoy lights, quick release mechanisms and self-activating smoke floats in
a satisfactory condition?
SOLAS III-B Reg. 7, 32
Regulation 7
Personal life-saving appliances
1 Lifebuoys
1.1 Lifebuoys complying with the requirements of paragraph 2.1.1 of the Code shall be:
.1 so distributed as to be readily available on both sides of the ship and as far as practicable on all open decks
extending to the ship’s side; at least one shall be placed in the vicinity of the stern; and
.2 so stowed as to be capable of being rapidly cast loose, and not permanently secured in any way.
1.2 At least one lifebuoy on each side of the ship shall be fitted with a buoyant lifeline complying with the
requirements of paragraph 2.1.4 of the Code equal in length to no less than twice the height at which it is stowed above the
waterline in the lightest seagoing condition, or 30 m, whichever is the greater.
1.3 Not less than one half of the total number of lifebuoys shall be provided with lifebuoy self-igniting lights
complying with the requirements of paragraph 2.1.2 of the Code; not less than two of these shall also be provided with
lifebuoy self activating smoke signals complying with the requirements of paragraph 2.1.3 of the Code and be capable of
quick release from the navigation bridge; lifebuoys with lights and those with lights and smoke signals shall be equally
distributed on both sides of the ship and shall not be the lifebuoys provided with lifelines in compliance with the
requirements pf paragraph 1.2.
1.4 Each lifebuoy shall be marked in block capitals of the Roman alphabet with the name and port of registry of the
ship on which it is carried.
2 Lijejackets
2.1 A lifejacket complying with the requirements of paragraph 2.2.1 or 2.2.2 of the Code shall be provided for every
person on board the ship and, in addition:
.1 a number of lifejackets suitable for children equal to at least 10% of the number of passengers on board shall be
provided or such greater number as may be required to provide a lifejackets for each child; and
.2 a sufficient number of lifejackets shall be carried for persons on watch and for use at remotely located
survival craft stations. The lifejackets carried for persons on watch should be stowed on the bridge, in the
engine control room and at any other manned watch station.
2.2 Lifejackets shall be so placed as to be readily accessible and their position shall be plainly indicated. Where, due to
the particular arrangements of the ship, the lifejackets provided in compliance with the requirements of paragraph 2.1 may
become inaccessible, alternative provisions shall be made to the satisfaction of the Administration which may include an
increase in the number of lifejackets to be carried.
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2.3 The lifejackets used in totally enclosed lifeboats, except free-fall lifeboats, shall not impede entry into lifeboat or
seating, including operation oh the seat belts in the lifeboat.
2.4 Lifejackets selected for free-fall lifeboats, and the manner in which they are carried or worn, shall not interfere with
entry into the lifeboat, occupant safety or operation of the lifeboat.
3 Immersion suits and anti-exposure suits
An immersion suit, complying with the requirements of section 2.3 of the Code or an anti-exposure suit complying with
section 2.4 of the Code, of an appropriate size, shall be provided for every person assigned to crew the rescue boat or
assigned to the marine evacuation system party. If the ship is constantly engaged in warm climates where, in the opinion of
the Administration thermal protection is unnecessary, this protective clothing need not be carried.
Regulation 32
Refer to document.
5.16.6 Are pyrotechnics, including line throwing apparatus, in date and in a satisfactory condition?
SOLAS III-B Regs. 6.3; 18; SOLAS V Reg. 16
SOLAS III-B Regulation 6

Communication
6.3 Distress flares
Not less than 12 rocket parachute flares, complying with the requirements of 3.1 of the Code, shall be carried on or near the
navigation bridge.
Regulation 18
Line throwing appliance
A line throwing appliance complying with the requirements of section 7.1 of the Code shall be provided.
Life-saving signals
Life-saving signals* shall be used be life-saving stations, maritime rescue units and aircraft engaged in search and rescue
operation when communicating with ships or persons in distress or to direct ships, and by ships or persons in distress when
communicating with life saving stations, maritime rescue units and aircraft engaged in search and rescue operations. An
illustrated table describing the life-saving signals shall be readily available to the officer of the watch of every ship to which
this chapter applies.
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5.16.7 Is oxygen resuscitation equipment available?

ISGOTT 11.8
11.8 RESUSCITATION
All terminal and tanker personnel should be instructed in resuscitation techniques for the treatment of persons who have been
overcome by toxic gases or fumes, or whose breathing has stopped from other causes such as electric shock or drowning.
Most tankers and terminal are provided with special apparatus for use in resuscitation. This apparatus can be of a number of
different types. It is important that personnel are aware of its presence and are trained in its proper use.
The apparatus should be stowed where it is easily accessible and not kept locked up. The instructions provided with it should
be clearly displayed on board ship. The apparatus and the contents of cylinders should be checked periodically. Adequate
spare bottles should be carried.
5.16.10 Is there a maintenance schedule in place for the servicing of lifeboat on-load release gear and is it
subjected to thorough examination and test carried out at least once every five years?
SOLAS III-B Reg. 20; IMO MSC Circ. 614 (29/6/93)
Regulation 20
Operational readiness, maintenance and inspections
1 This regulation applies to all ships. the requirements of paragraph 3 and 6.2 shall be complied with, as far as is
practicable, on ships constructed before 1 July 1986.
2 Operational readiness
Before the ship leaves port and at all times during the voyage, all lifesaving appliances shall be in working order and ready for
immediate use.
3 Maintenance
3.1 Instructions for on-board maintenance of life-saving appliances complying with the requirements of regulation 36 shall
be provided and maintenance shall be carried out accordingly.
3.2 The Administration may accept, in lieu of the instructions required by paragraph 3.1, a shipboard planned maintenance
programme which includes the requirements of regulation 36.
4 Maintenance of falls
4.1 Falls used in launching shall be turned end to end at intervals of not more than 30 months and be renewed when
necessary due to deterioration of the falls or at intervals of not more than five years, whichever is the earlier.
4.2 The Administration may accept in lieu of the “end for ending” required in paragraph 4.1, periodic inspection of the
falls and their renewal whenever necessary due to deterioration or at intervals of not more than four years, whichever
one is earlier.
5 Spares and repair equipment
Spares and repair equipment shall be provided for lifesaving appliances and their components which are subject to excessive
wear or consumption and need to be replaced regularly.
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6 Weekly inspection
The following tests and inspections shall be carried out weekly:
.1 all survival craft, rescue boats and launching appliances shall be visually inspected to ensure that they are ready
for use;
.2 all engines in lifeboats and rescue boats shall be run for a total period of not less than 3 min provided the
ambient temperature is above the minimum temperature required for starting and running the engine. During
this period of time, it should be demonstrated that the gear box and gear box train are engaging satisfactorily. If
the special characteristics of an outboard motor fitted to a rescue boat would not allow it to be run other than
with its propeller submerged for a period of 3 min, it should be run for such period as prescribed in the
manufacturer’s handbook.
In special cases the Administration may waive this requirement for ships constructed before 1 July 1986; and
.3 the general emergency alarm system shall be tested.
7 Monthly inspections
Inspection of the life-saving appliances, including lifeboat equipment, shall be carried out monthly using the checklist
required by the paragraph 36.1 to ensure that they are complete and in good order. A report of the inspection shall be entered
in the log-book.
8 Servicing of inflatable liferafts, inflatable lifejackets, marine evacuation systems, and inflated rescue boats.
8.1 every inflatable life raft, inflatable lifejacket and marine evacuation system shall be serviced:
.1 at intervals not exceeding 12 months, provided where in any case this is impracticable, the Administration may
extend this period to 17 months; and
.2 at an approved servicing station which is competent to service them, maintains proper servicing facilities and uses
only properly trained personnel.*
8.2 Rotational deployment of marine evacuation systems
In addition to or in conjunction with the servicing intervals of marine evacuation systems required by paragraph 8.1, each
marine evacuation system should be deployed from the ship on a rotational basis at intervals to be agreed by the
Administration provided that each system is to be deployed at least once every six years.
8.3 An Administration which approves new and novel inflatable liferaft arrangements pursuant to regulation 4 may allow
for extended service intervals on the following conditions:
8.3.1 The new and novel liferaft arrangement has provided to maintain the same standard, as required by testing procedure,
during extended service intervals.
8.3.2 The liferaft system shall be checked on board by certified personnel according to paragraph 8.1.1.
8.3.3 Service at intervals not exceeding five years shall be carried out in accordance with the recommendations of the
Organization. *
8.4 All repairs and maintenance of inflated rescue boat shall be carried out in accordance with the manufacturer’s
instructions. Emergency repairs may be carried out on board the ship; however, permanent repairs shall be effected at an
approved servicing station.
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8.5 An Administration which permits extension of liferaft service intervals in accordance with paragraph 8.3 shall notify
the Organization of such action in accordance with regulation 1/5(b).
9 Periodic servicing of hydrostatic release units
Hydrostatic release units, other than disposable hydrostatic release units, shall be serviced:
.1 at intervals not exceeding 12 months, provided where in any case this is impracticable, the Administration may
extend this period of 17 months; and
.2 at a servicing station which is competent to service them, maintains proper servicing facilities and uses only
properly trained personnel.
10 Marking of stowage locations
Containers, brackets, racks, and other similar stowage locations for life-saving equipment shall be marked with symbols in
accordance with the recommendations of the Organization** indicating the devices stowed in that location for that purpose. If
more than one device is stowed in that location, the number of devices shall also be indicated.
11 Periodic servicing of launching appliances and on-load release gear
11.1 Launching appliances:
.1 shall be serviced at recommended intervals in accordance with instructions for on-board maintenance as required by
regulation 36;
.2 shall be subjected to a thorough examination at intervals not exceeding 5 years; and
.3 shall upon completion of the examination in .2 be subjected to a dynamic test of the winch brake in accordance with
paragraph 6.1.2.5.2 of the Code.
11.2 Lifeboat on-load release gear shall be:
.1 serviced at recommended intervals in accordance with instructions for on board maintenance as required by
regulation 36;
.2 subjected to a thorough examination and test during the surveys required by regulation 1/7 and 1/8 by properly
trained personnel familiar with the system; and
.3 operationally tested under a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of
persons and equipment whenever the release gear is overhauled. Such overhauling and test shall be carried out at
least once every five years.***
*Refer to the recommendation on conditions for the approved of servicing station for inflatable liferafts adopted by the
Organization by resolution A.716(18)
** Refer to the Symbols related to lifesaving appliances and arrangements adopted by the Organization by resolution
A.760(18).
***Refer to the recommendation on testing of life-saving appliances adopted by the Organization by resolution A.689(17) as
it may be amended.
IMO MSC Circ.614 (29/6/93)
Refer to document.
5.17 Are lifeboat drills held in accordance with SOLAS

requirements?
Ref: SOLAS Ch. III-B Reg. 19.3
SOLAS III-B Reg.19.3.3

Abandon ship drill
165
19.3.3 Each abandon ship drill shall include:
.1 summoning of passengers and crew to muster stations with the alarm required by the 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 prescribed 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 and 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; and
.9 instructions in the use of radio life-saving appliances.
3.3.2 Different lifeboats shall, as far as practicable, be lowered in compliance with the requirements of paragraph 3.3.1.5 at
successive drills.
3.3.3 Except as provided in paragraph 3.3.4 and 3.3.5, each lifeboat shall be launched with its assigned operating crew
aboard and manoeuvred in the water at least once every three months during an abandon ship drill.
3.3.4 Lowering into the water, rather than launching of a lifeboat arranged for free-fall launching, is acceptable where free-
fall launching is impracticable provided the lifeboat is free-fall launched with its assigned operating crew aboard and
manoeuvred in the water at least once every six months. However, in case where it is impracticable, the Administration may
extend this period to twelve months provided that arrangements are made for simulated launching which will take place at
intervals not more than six months.
3.3.5 The Administration may allow ships operating on short international voyages not to launch the lifeboats on one side if
their berthing arrangements in port and their trading patterns do not permit launching of lifeboats on that side. However, all
such lifeboats shall be lowered at least once every three months and launched at least annually.
3.3.6 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 three months.
3.3.7 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.
3.3.8 If a ship is fitted with marine evacuation systems, drills shall include exercising of the procedures required for the
deployment of such a system up to a point immediately preceding actual deployment of the system. This aspect of drills
should be augmended by regular instruction using the on-board training aids required by Regulation 35.4. Additionally every
system party member shall, as far as practicable, be further trained by participation of full deployment of a similar system into
the water, either on board a ship or ashore, at intervals of not longer than two years, but in no case longer than three years,.
This training can be associated with the deployment required by regulation 20.8.2.
3.3.9 Emergency lighting for mustering and abandonment shall be tested at each abandon ship drill.
Chapter 6. Pollution Prevention
6.1 Is an approved MARPOL Shipnoard Oil Pollution Y N NS NA

Emergency Response Plan (SOPEP) on board and
are drills regularly held and recorded ?
Ref: MARPOL Annex I Ch.IV Reg.26
Confirm that emergency response drills are scheduled on a regular
basis to determine that the Pollution Prevention Plan is up-to-date
and efficient
Comments:
Sub-questions
6.1.1 Does SOPEP include description of equipment, its location, a plan for
deployment and specific crew member duties for handling small oil spills?
6.1.2 Is the IMO Coastal Contact list up to date ?
The IMO Coastal Contact list is issued annually, but is frequently updated
on the IMO web site www.imo.org
6.1.3 Is the master aware of port contact procedures, and has a contact list
been made for this port ?
6.2 Is a USCG approved Vessel Response Plan (VRP) Y N NS NA

on board ?
Requirements for SOPEP’s and VRP’S can be contained either in a
single plan or in separate documents.
Comments:
Sub-questions
6.2.1 Are ship-specific Oil Transfer Procedures available ? USCG 33, CFR 155-156
6.3 What was the date of the last pollution prevention

drill ?
6.4 Are the pollution prevention measures adequate, Y N NS NA

and is the crew awareness satisfactory ?
Comments:
Sub-questions
6.4.1 Are anti-pollution warning notices posted ? USCG 33, CFR 151,
156
6.4.2 Are cargo sea and overboard valves, and bilge overboard valves suitably ISGOTT 6.9.2
lashed or locked ?
6.4.3 Are specific warning notices posted to safeguard against the accidental
opening of bilge overboard discharge valves ?
1
6.5 If there is an approved Oil Discharge Monitoring Y N NS NA
and Control System (ODME) on board, is it in a
satisfactory condition ?
Ref: MARPOL Annex I Regs. 15(3), (5); 16
Comments:
Sub-questions
6.5.1 Is an approved ODME manual available ?
6.5.2 Does the system have proof of recent use and/or testing ?
If the ODME is not operational, record how long it has been out of order,
and what remedial action has been taken.
6.6 Is the vessel free from any hull, bulkhead, valve or Y N NS NA

pipeline leakage, including hydraulic lines to cause
pollution or affect safe cargo handling ?
Ref: ISGOTT 3.1.3
Comments:
6.7 Are there adequate arrangements to prevent any Y N NS NA

oil spill entering the water ?
Ref: USCG 33 CFR 155.310. ISGOTT 6.9; 8.2
Comments:
Sub-questions
6.7.1 Are cargo hoses or arms properly secured to the manifolds ?
6.7.2 Are spill containers and gratings in place under the cargo manifolds and ISGOTT 6.9.4
are they in satisfactory condition ?
A permanent spill tank should be fitted under all manifold connections.
Should no permanent means be provided, drip trays should be placed
under each connection to retain any leakage. (ISGOTT 6.9.4 See also
OCIMF Recommendations for Oil Tanker Manifolds and Associated
Equipment)
6.7.3 Are manifold spill containers empty and are the drainage arrangemets ISGOTT 6.9.4
satisfactory ?
Suitable means of draining the spill tank should be provided (OCIMF
Manifolds 3.2)
6.7.4 Are suitable spill containers fitted around all fuel, diesel and lubricating oil
tank vents ?
The height of any savealls around bunker tank vents should not be
greater than the vents themselves, because this could lead to the ingress
of water in bad weather if the savealls become water full
6.7.5 Are unused cargo and bunker pipeline manifolds, drains and vents, and
unused gauge stems, suitably blanked or capped ?
Manifold blanks should be the same thickness as the manifold flange to
which they are fitted.
6.7.6 Is there suitable containment fitted around hydraulic and other deck
machinery ?
2
6.7.7 Are the scuppers effectively plugged ? ISGOTT 6.9.3
6.7.8 Is the condition of the scupper plugs satisfactory ? ISGOTT 6.9.3
6.7.9 Are means readily available for dealing with small oil spills ? ISGOTT 6.9.1
Means should be provided for the prompt removal of any spillage on deck.
(ISGOTT 6.9.1) This should be taken to mean is spill equipment readily
available at the manifold, is there adequate retention at the after end of
the main deck giving crew sufficient time to deal with a spill (the
effectiveness of the height of the boundary coaming can only be decided
when it is related to the volume that can be retained with respect to the
trim and the camber of the deck) and an adequate method of quickly
disposing of oil at the after end of the main deck both sides of the vessel
(spill pumps or drain to slop tank or other equally effectuve means) ?
6.7.10 Can the vessel check or sample segregated ballast prior to deballasting ? ISGOTT 7.8, 8.2
Segregated ballast tanks should be selectively checked for oil
contamination.
6.8 Is a cargo sea chest valve testing arrangement Y N NS NA

fitted, in satisfactory condition and regularly
monitored for leakage ?
Ref: ICS/OCIMF Prevention of Oil Spillages Through Cargo
Pumproom Sea Valves
It is recommended that a device be installed to monitor pressure
build-up and determine liquid make-up in the section of line between
the inboard and outboard sea valves. Devices should be positioned
so that both readings and samples can be taken from a poin far
enough above the pumproom floor that there is no possibilityof
human exposure to gas concentrations which may accumulate below
the floor plates. During cargo operations pressure build-up in this
line would be apparent from the gauge reading and would indicate
that one of the valves is leaking. The use of a pressure/vacuum
gauge is preferable in that it will provide a reliable indication of a
vacuum in the line prior to opening the sea valve for ballasting.
It is also recommended that the sea valve testing arrangement
detailed in the publication below, which includes in addition to the
above a test/drain valve between the inboard sea valve and the next
block valve, is fitted, and that the integrity of the sea valves is
periodically checked. Care should be taken that test pressures do not
exceed 3.5 gk/cm2. (ICS/OCIMF Prevention of Oil Spillages through
Cargo Pumproom Sea Valves)
Comments:
6.9 Is there an Operator’s environmental policy on Y N NS NA

board ?
Comments:
6.10 Are the engine room bilge oily water separator/ Y N NS NA

filtering and control systems in a satisfactory
condition ?
Ref: MARPOL Annex 1 Reg. 16
Comments:
3
Sub-questions
6.10.1 If the engine room oily water separator has not been fitted with an
automatic stopping device, confirm that the separator has not been used
in a Special Area.
Section 2.2.2 of Form B of the IOPP Certificate will indicate whether the
engine room oily water separator has been fitted with an approved
automatic stopping device. Unless this section has been so marked,
regardless of whether or not a device is actually fitted, it should be taken
to be no
6.10.2 Confirm that there is no direct overboard discharge, which bypasses the
oily water separator, from a dedicated sludge or bilge pump.
Under no circumstances should there be a connection into an overboard
discharge from a dedicated engine room bilge or sludge pump (see
MARPOL Reg 17.3), other than the standard discharge connection to the
deck required by MARPOL Reg 19.
6.10.3 Are the emergency bilge pumping arrangements ready for immediate use
and is the emergency bilge suction clearly identified ?
SOLAS requires tankers to have two pumps connected to the bilge
pumping system, one of which may be driven by the propulsion
machinery. There is no SOLAS requirement for an emergency bilge
discharge although Class societies will generally require one, and it will
utilise a general service pump as a sea water circulating or fire pump
which is not normally used for oily water. The suction valve should be
clearly marked as to it’s purpose. This legitimate emergency method of
discharging the bilges should not be confused with an illegal direct
connection overboard from a bilge pump.
6.11 Are Oil Record Books Parts I and II correctly Y N NS NA

completed and up to date ?
Ref: MARPOL Annex 1 Reg. 20
Comments:
Sub-questions
6.11.1 Have all cargo operations been fully recorded in Part II ?
6.11.2 Are the bilge and sludge tanks being recorded in Part I detailed in Form B
of the IOPP Certificate ?
Holding tank:_____________m3 Sludge tank:____________m3
3
Other:__________________m
Details of the size of bilge and sludge tanks can be obtained from Form B
of the IOPP Certificate, and the recording of the information here is only
for the Inspector to compare those details with the Oil Record Book if so
desired. It is not necessary to record the accumulation of sludge in a
sludge tank from the normal operation of the purifiers, other than as is
required by Section C of the Oil Record Book at the end of each voyage.
6.11.3 Aare the Oil Record Books free of any pollution incidents or violations ? .
6.11.4 Have the disposals of the slops and dirty ballast been adequately recorded
and were they in accordance with MARPOL ?
6.11.5 Are the tank washing procedures being correctly recorded in Part II ?
6.11.6 If the disposal of engine room oily water or sludge to a cargo or slop tank
has taken place, has the event been recorded in both Oil Record Books?
Was the receiving tank free of cargo ? Have the transfer arrangements
been approved by Class ?
4
6.13 Is the vessel suitably equipped to meet the Y N NS NA
requirements of MARPOL Annex V ?
Comments:
Sub-questions
6.13.1 If an incinerator is fitted, is the disposal of ash adequately recorded ?
6.13.2 Does the vessel have a Garbage Management Plan in accordance with ICS
Guidelines ?
6.13.3 Is a Garbage Record Book being maintained in accordance with MARPOL
Annex V ?
The form of the Garbage Record Book is detailed in MARPOL Annex V

5
166
6. POLLUTION PREVENTION
6.1 Is an approved MARPOL Shipboard Oil Pollution

Emergency Response Plan (SOPEP) on board and are drills
regularly held and recorded?
MARPOL 73/78 Annex I Ch. IV Reg. 26
Prevention of pollution arising from an oil pollution incident*

Reg. 26
Shipboard oil pollution emergency plan
(1) Every oil tanker of 150 tons gross tonnage and above and every other ship other than an oil tanker of 400 tons gross
tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration. In the case
of ships built before 4 April 1993 this requirement shall apply 24 months after that date.
(2) Such a plan shall be in accordance with guidelines* developed by Organisation and written in the working language of
the master and the officers. The plan shall consist at least of:
(a) The procedure to be followed by the master or other person having charge of the ship to report an oil pollution incident
as required in article 8 and Protocol I of the present Convention, based on the guidelines developed by the Organisation.**
(b) The list of authorities or persons to be contacted in the event of an oil pollution incident;
(c) A detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of
oil following the incident; and
(d) The procedures and point of contact on the ship for co-ordinating shipboard action with national and local authorities in
combating the pollution
* Reference is made to ‘Guidelines for the development of shipboard oil pollution emergency plan’ to be developed by
the Organisation.
** Reference is made to General Principles for Ship Reporting Systems and Ship Reporting Requirements, including
Guidelines for Reporting Incidents Involving Dangerous Goods, Harmful Substances and/or Marine Pollutants adopted by the
Organisation by resolution A.648(16)
6.4.1 Are anti-pollution warning notices posted?

USGC 33 CFR 151, 155
Refer to documents
6.4.2 Are cargo sea and overboard valves, and bilge overboard valves suitably lashed or locked?
ISGOTT 6.9.2
ISGOTT 6.9.2 Sea and Overboard Discharge Valves

167
At the start at and at regular intervals throughout loading, discharging, ballasting, and tank washing a watch should be kept
to ensure that oil is not escaping through sea valves.
When not in use, sea and overboard discharge valves connected to the cargo and ballast system must be securely closed and
lashed and may be sealed. In-line blanks should be inserted where provided. When lashing is not practical, as with hydraulic
valves, some suitable means of marking should be used to indicate clearly that the valves are to remain closed.
For further information on this subject reference should be made to the ICS/OCIMF publication ‘Prevention of Oil Spillages
through Cargo Pumproom Sea Valves’.
6.5 Is there an approved Oil Discharge monitoring and

Control System (ODME) on board and is it in a satisfactory
condition?
MARPOL 73/78 Annex I Regs. 15(3),(5); 16
MARPOL 73/78 Annex I Regulation 15

Retention of Oil on Board
(3)(a) An oil discharge monitoring and control system approved by the Administration shall be fitted. In considering the
design of the oil content meter to be incorporated in the system, the Administration shall have regard to the specification
recommended by the Administration.* The system shall be fitted with a recording device to provide a continuous record of the
discharge in litres per nautical mile and total quantity discharged, or the oil content and rate of discharge. This record shall
be identifiable as to time and date and shall be kept for at least three years. The oil discharge monitor and control system
shall come into operation when there is any discharge of effluent into the sea and shall be such as will ensure that any
discharge of oily mixture is automatically stopped when the instantaneous rate of discharge of oil exceeds that permitted by
regulation 9(1)(a) on this Annex. Any failure of this monitoring and control system shall stop the discharge and be noted in
the Oil Record Book. A manually operated alternative method shall be provided and may be used in the event of such failure,
but the defective unit shall be made operable as soon as possible. **The Port State authority may allow the tanker with a
defective unit to undertake one ballast voyage before proceeding to a repair port. The oil discharge monitoring and control
system shall be designed and installed in compliance with the Guidelines and Specification for Oil Discharge Monitoring and
Control System for Oil Tankers developed by the Organisation. ***Administrations may accept such specific arrangements as
detailed in the Guidelines and Specifications.
(b) Effective oil/water interface detectors approved by the Administration shall be provided for rapid and accurate
determination of the oil/water interface in slop tank and shall be available for use in other tanks where the separation of oil and
water is effected from which it is intended to discharge effluent direct to the sea.
(c) Instructions as to the operation of the system shall be in accordance with an operational manual approved by the
Administration. They shall cover manual as well as automatic operations and shall be intended to ensure that at no time shall
oil be discharged except in compliance with the conditions specified in Regulation 9 of this Annex.*
* Reference is made to the Recommendations on International Performance and Test Specifications for Oily Water Separating
Equipment and Oil Content Meters adopted by the Organissation by resolution A.(393(X))
** This amendment was adopted by the MEPC at its thirty-first session and will enter into force on 4 April 1993
*** Reference is made to the revised Guidelines and Specifications for Oil Discharge Monitoring Systems for Oil Tankers
adopted by the Organisation by resolution A.586(14)
(5)(a) The Administration may waive the requirements of paragraph (1), (2) and (3) of this regulation for any oil tanker which
engages exclusively on voyages both of 72 hours or less in duration and within 50 miles from the nearest land, provided that
the oil tanker is engaged exclusively in trades between ports and terminals within a State party to the present Convention. Any
such waiver shall be subject to the requirement that the oil tanker shall retain on board all oily mixtures for subsequent
discharge to reception facilities and to the determination by the Administration that facilities available to receive such oily
mixtures are adequate.
168
(b) The Administration may waive the requirement of paragraph (3) of this regulation for oil tankers other than those
referred to in sub-paragraph (a) of this paragraph in cases where:
(i) the tanker is an existing tanker of 40,000 tons deadweight or above, as referred to in regulation 13C(1) of this Annex,
engaged in specific trades, and the conditions specified in regulation 13C(2) are complied with; or
(ii) the tanker is engaged exclusively in one or more of the following categories of voyages:
(1) voyages within special areas; or

(2) voyages within 50 miles from the nearest land outside special areas where the tanker is engaged in:
(aa) trades between ports and terminals of a State Party to the present Convention; or
(bb) restricted voyages as determined by the Administration, and of 72 hours or less in duration; provided that all of the
following conditions are complied with;
(3) all oily mixture are retained on board for subsequent discharge to reception facilities;
MARPOL 73/78 Annex I Regulation 16

Oil discharge monitoring and control system and oil filtering equipment
(1) Any ship of 400 tons gross tonnage but less than 10,000 tons gross tonnage shall be fitted with oil filtering equipment
complying with paragraph (4) of this regulation. Any such ship witch carries large quantities of oil fuel shall comply with
paragraph (2) of this regulation or paragraph (1) of regulation 14
(2) Any ship of 10,000 tons gross tonnage and above shall be provided with oil filtering equipment, and with arrangements
for an alarm and for automatically stopping any discharge of oily mixture when the oil content in the effluent exceeds 15 parts
per million.
(3) (a) The Administration may waive the requirements of paragraph (1) and (2) of this regulation for any ship engaged
exclusively on voyages within special areas provided that all the following conditions are complied with:
(i) the ship is fitted with a holding tank having a volume adequate, to the satisfaction of the Administration, for the total
retention on board of the oily bilge water;
(ii) all oily bilge water is retained on board for subsequent discharge to reception facilities;
(iii) the Administration has determined that adequate reception facilities are able to receive such oily bilge water in a
sufficient number of ports or terminals the ship call at;
(iv) the International Oil Pollution Prevention Certificate, when required, is endorsed to the effect that the ship is
exclusively engaged on the voyages within the special areas; and
(v) the quantity, time and port of the discharge are recorded in the Oil Record book.
(b) The Administration shall ensure that ships of less than 400 tons gross tonnage are equipped, as far practicable to retain
on board, oil or oily mixtures or discharge them in accordance with the requirements of regulation 9(1)(b) of this annex.
(4) Oil filtering equipment referred to in paragraph (2) of this regulation shall be of a design approved by the
Administration and shall be such as will ensure that any oily mixture discharged into the sea after passing through the system
or systems has an oil content not exceeding 15 parts per million. In considering the design of such equipment, the
Administration shall have regard to the specification recommended by the Organisation.*
(5) Oil filtering equipment referred to in paragraph (2) of this regulation shall be of a design approved by the
Administration and shall be such as will ensure that any oily mixture discharged into the sea after passing through the system
or systems has an oil content not exceeding 15 parts per million. It shall be provided with alarm arrangements to indicate when
this level cannot maintained, the system shall also be provided with arrangements such as will ensure that any oily mixtures is
automatically stopped when the oil content of the effluent exceeds 15 parts per million. In considering the design of such
equipment and arrangements, the Administration shall have regard to the specification recommended by the Organisation.*
(6) For ships delivered before 6 July 1993 the requirements of this regulation shall apply by 6 July 1998, prvided that these
ships can operate with oily – water separating equipment (100 ppm equipment).”
* Refer to the Recommendation on International Performance and Tests Specification for Oily-Water Separating Equipment
and Oil Content Meters adopted by the Organisation by resolution A.393(X).”
169
_____________________________________________________________________________________________________
6.6 Is the vessel free from any hull, bulkhead, valve or pipeline
leakage, including hydraulic lines, liable to cause pollution or
affect safe cargo handling?
ISGOTT 3.1.3
3.1.3 Tanker to Terminal

• Ship’s draught and trim on arrival.
• Maximum draught and trim expected during and upon completion of cargo handling.
• Advice from master on tug assistance required.
• If fitted with an inert gas system, confirmation that the ship’s tanks are in an inert condition and that the
system is fully operational.
• Oxygen content of cargo tanks.
• Whether the ship has any requirement for tank cleaning.
• Any hull, bulkhead, valve or pipeline leaks which could affect cargo handling or cause pollution.
• Any repairs witch could delay commencement of cargo handling.
• Whether crude oil washing is to be employed.
• Ship’s manifold details, including type, number, size, and material of connection to be presented.
• Whether the ship has external impressed cathodic protection.
• Advance information on proposed cargo handling operations or advance information on changes in existing
plans for cargo handling operations and distribution of cargo.
• Information as required on quantity and nature of slops and dirty ballast, and of any contamination by
chemical additives.
6.7 Are there adequate arrangements to prevent any oil spill

entering the water?
USGC 33CFR 155.310; ISGOTT 6.9, 8.2
USGC 33 CFR 155.310
Refer to document
ISGOTT 6.9
ACCIDENTAL OIL SPILLAGE AND LEAKAGE
6.9.1 General
Both ship and shore personnel should maintain a close watch for the escape of oil at the commencement of and during loading
or discharging operations. In particular, care should be taken to ensure that pipeline valves, including drop valves, are closed if
not in use.
Cargo or bunker tanks which have been topped up should be checked frequently during the remaining loading operations to
avoid an overflow.
If leakage occurs from a pipeline, valve, hose or metal arm, operations through that connection should be stopped until the
cause has been ascertained and the defect remedied. If a pipeline, hose or arm bursts, or if there is an overflow, all cargo and
bunker operations should be stopped immediately and should not be restarted until the fault has been rectified and all hazards
170
from the released oil eliminated. If there is any possibility of the released oil or of petroleum gas entering an engine room or
accommodation space intake, appropriate preventive steps must be taken quickly.
Means should be provided for the prompt removal of any spillage on deck. Any oil spill should be reported to the terminal and
port authorities and the relevant ship and shore oil pollution emergency plans (SOPEP) should be activated.
Harbour authorities and any adjacent ship or shore installation should be warned of any hazard.
6.9.2 Sea and Overboard Discharge Valves
At the start of and at regular intervals throughout loading, discharging, ballasting and tank washing watch should be kept to
ensure that oil is not escaping through sea valves.
When not in use, sea and overboard discharge valves connected to the cargo and ballast systems must be securely closed and
lashed and may be sealed. In-line blanks should be inserted where provided. When lashing is not practical, as with hydraulic
valves, some suitable means of marking should be used to indicate clearly that the valves are to remain closed.
For further information on this subject reference should be made to the ICS/OCIMF publication “Prevention of Oil Spillages
through Cargo Pumproom Sea Valves”.
6.9.3 Scupper Plugs
Before cargo handling commences, all deck scuppers and open drains on the jetty, where applicable, must be effectively
plugged to prevent spilled oil escaping into the water around the tanker or terminal. Accumulations of water should be drained
periodically and scupper plugs replaced immediately after the water has been run off. Oily water should be transferred to a
slop tank or other suitable receptacle.
6.9.4 Spill Containment
A permanently fitted spill tank, provided with suitable means of draining, should be fitted under all ship and shore manifold
connections. Should no means be provided, drip trays should be placed under each connection to retain any leakage.
6.9.4 Ship and Shore Cargo and Bunker Pipelines not in Use
The tightness of valves should be relied upon to prevent the escape or seepage of oil. All shore pipelines, loading arms and
hoses not in use must be securely blanked.
All ship’s cargo and bunker pipelines not in use must be securely blanked at the manifold. The stern cargo pipelines should be
isolated from the tanker’s main pipeline system forward of the aft accommodation by blanking or by removal of a spool piece.
ISGOTT 8.2 ROUTINE MONITORING OF DOUBLE HULL SPACES
Double hull spaces should be regularly monitored in order to check the integrity of the inner shell plating. This can be
accomplished by monitoring the ballast tank atmosphere for hydrocarbon gas, and by regularly sounding/ullaging of ballast
tanks. The sampling referred to in this section is for leak detection purposes only, and should not be used as the criteria for
tank entry. Section 8.3 refers to the procedures relating to tank entry for double hull spaces.
The atmosphere in each double hull tank and double bottom tank should be monitored for hydrocarbon content:
- Regularly during the loaded passage.

- Prior to ballasting the tank following a period of heavy weather.
- After any unusual event or occurrence, e.g., unexpected lists, unforeseen operational problems.
The atmosphere monitoring programme should ensure that each tank is monitored at least once per week during the loaded
passage. However, where ships are engaged on short haul voyages which makes this impractical, visual inspection of the tanks
or the ballast water is considered to be a suitable alternative measure.
The hydrocarbon measurement should be taken with a portable gas detector at designated sampling points using installed fixed
lines or a portable sampling hose, or with a fixed gas detector system where one is installed.
171
Where fixed gas detection system are installed, operators should develop procedures to ensure tanks are monitored on a
regular basis. They should ensure that full operating, maintenance and fault detection instructions are readily available to
ship’s personnel, and that they are familiar with the use of the equipment.
Information as to the point of origin of each fixed sampling line should be readily available to ship’s personnel.
Procedures should be developed for the regular clearing of all fixed sampling lines.
The ship should be provided with information relating to any restrictions on lowering a sampling hose into the tank which
might be imposed as a result of normal operating trim or list.
During the loaded passage, ballast tanks should be sounded on a frequent and regular basis as a back up method of detecting
any oil leakage into them.
After ballasting, tanks should be checked visually to ascertain if any oil is present. A similar procedure should be carried out
prior to discharge of ballast.
During the ballast voyage, the ullage of each ballast tank should be checked at frequent and regular intervals. Consideration
should also be given to the feasibility of routine monitoring to detect water ingress to the cargo tanks.
6.7.2 Are spill containers and gratings in place under the cargo manifolds and are they in a satisfactory condition?
ISGOTT 6.9.4
See 6.7
6.7.3 Are manifold spill containers empty and is their condition satisfactory?
ISGOTT 6.9.4
See 6.7
6.7.7 Are scuppers effectively plugged?

ISGOTT 6.9.3
See 6.7
6.7.8 Is the condition of scupper plugs satisfactory?

ISGOTT 6.9.3
See 6.7
6.7.9 Are means readily available for dealing with small oil spills?
ISGOTT 6.9.1
See 6.7
6.7.10 Can the vessel check or sample segregated ballast prior to deballasting?
ISGOTT 7.8, 8.2
7.8 MONITORING OF VOID AND BALLAST SPACES
Void and ballast spaces located within the cargo tank block should be routinely monitored to check that no leakage has
occurred from adjacent cargo tanks. Monitoring should include regular atmosphere checks for hydrocarbon content and
regular sounding/ullaging of the empty spaces.
The guidance given in Chapter 8 ‘Double Hull Operations’ should be followed to the extend that it may apply to single hull
tankers, particularly with regard to routine monitoring procedures (Section 8.2); actions to be taken in the event of cargo
leakage being detected (Section 8.5) and the handling of ballast after a leak (Section 8.9).
172
ISGOTT 8.2
See 6.7
6.8 Is a cargo sea chest valve testing arrangement fitted, in

satisfactory condition and regularly monitored for leakage?
ICS/OCIMF “Prevention of Oil Spillage Through Cargo Pumproom Sea Valves”
Refer to document
6.10 Are the engine room bilge oily water separator/filtering and
control systems in a satisfactory condition?
MARPOL 73/78 Annex 1 Reg. 16
See 6.5
6.10.2 Confirm that there is no direct overboard discharge, which bypasses the oily water separator,from a dedicated
sludge or bilge pump.
MARPOL 73/78 Reg. 17.3
Regulation 17
Tanks for oil residue (sludge)
(3) Piping to and from sludge tanks shall have no direct connection overboard, other than the standard discharge connection
referred to in regulation 19.
6.11 Are Oil Record Book parts I and II correctly completed up

to date?
MARPOL 73/78 Annex 1 Regulation 20

Oil Record Book
(1) Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons gross tonnage and above other than an
oil tanker shall be provided with an Oil Record Book Part I Machinery Space Operations). Every oil tanker of 150 tons gross
tonnage and above shall also be provided with an Oil Record Book Part II (Cargo/Ballast Operations). The Oil Record
Book(s), whether as a part of the ship’s official log-book or otherwise, shall be in the Form(s) specified in appendix III to this
Annex.
(2) The Oil Record Book shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the
following operations take place in the ship:
(a) for machinery space operations (all ships):
(i) ballasting or cleaning of fuel tanks;
173
(ii) discharge of dirty ballast or cleaning water from tanks referred to under (i) of the subparagraph;
(iii) disposal of oily residues (sludge);
(iv) discharge overboard or disposal otherwise of bilge water has accumulated in machinery spaces:
(b) for cargo/ballast operations (all tankers):
(i) loading of oil cargo;
(ii) internal transfer of oil cargo during voyage;
(iii) unloading of oil cargo;
(iv) ballasting of cargo tanks and dedicated clean ballast tanks;
(v) cleaning of cargo tanks including crude oil washing;
(vi) discharge of ballast except from segregated ballast tanks;
(vii) closing of all applicable valves or similar devices after slop tank discharge operations;
(viii) closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank
discharge operations;
(ix) disposal of residues.
(3) In the event of such discharge of oily or oily mixture as is regulation 11 of this Annex or in the event of accidental or
other exceptional discharge of oil not by that regulation, a statement shall be made in the Oil Record Book of the
circumstances of, and the reason for, the discharge.
(4) Each operation described in paragraph (2) of this regulation shall be fully recorded without delay in the Oil Record
book so that all entries in the book appropriate to that operation are completed. Each completed operation shall be signed by
the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship.
The entries in the Oil Record Book shall be in an official language of the State whose flag the ship is entitled to fly, and for
ships holding an International Oil Pollution Prevention Certificate, in English or French. The entries in an official national
language of the state whose flag the ship is entitled to fly shall prevail in case of a dispute or discrepancy.
(5) The Oil Record Book shall be kept in such a place as to be readily available for inspection at all reasonable times and,
except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three
years after the last entry has been made.
(6) The competent authority of the Government of a Party to the Convention may inspect the Oil Record Book on board
any ship to which this Annex applies while the ship is in its port or offshore terminals and may make a copy of an entry in that
book and may require the master of the ship to certify that the copy is a true copy of such entry. Any copy so made which has
been certified by the master of the ship as a true copy of an entry in the ship’s Oil Record Book shall be made admissible in
any judicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book and the taking of a
certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing
the ship to be unduly delayed.
(7) For oil tankers of less than 150 tons gross tonnage operating in accordance with regulation 15(4) of this Annex an
appropriate Oil Record Book should be developed by the Administration.
6.12 Is a ballast water management plan on board?

IMO Res. A.868(20); ICS/Intertanko Model Ballast Water Management Plan
Refer to documents.
Chapter 7. Structural Condition
7.1 Is an Enhanced Survey Report file maintained on Y N NS NA

board ?
Ref: MARPOL 73/78 Annex 1 Reg. 13(G), IMO Res. A.744(18).
In conjunction with the Enhanced Survey Programme of inspections
required by MARPOL, review, when appropriate, the Enhanced Survey
Report File. Record in the Comments details of any areas of concern
identified in the Survey Report File including, but not limited to,
comments contained in the Condition Evaluation Report with regard to
identified areas of substantial corrosion, cracks, buckling or serious
indents. Note that this Enhanced Survey Programme requirement
became mandatory on 6 July 1995 for crude tankers of 20,000 dwt and
above, and product tankers of 30,000 dwt and above over five years
old, other than MARPOL 73/78 Reg. 13F double hull or equivalent
tankers. It is not mandatory for the Enhanced Survey Report File to
contain information based on surveys preceding 6 July 1995. Any
vessel so required, but not able to produce an Enhanced Survey Report
File containing information based on surveys conducted after 6th July
1995 are in clear violation of MARPOL Reg. 13G.
A summary of the results of the tank coating survey should be
described, including the date conducted and the tanks inspected.
Some Class Societies require oil and chemical tankers to undertake
periodical Enhanced Surveys according to MARPOL, regardless of their
size. The requiremenmts for the content of an Enhanced Survey File are
contained in Resolution A.744(18)
Comments:
Sub-questions
7.1.1 Does the File contain a survey planning document and was issued at least IACS Guidance
12-15 months prior to the completion date of the last periodical survey ? Manual for tanker
Structures Z10.1
Annex ½.3
7.1.2 Does the File contain reports of structural surveys based on annual,
intermediate and periodical survey ?
7.1.3 Does the File contain a Condition Evaluation Report issued on completion
of the last periodical survey ?
7.1.4 Does the file contain thickness measurement reports as required, for
intermediate surveys, (if deemed necessary), and periodical surveys ?
7.1.5 Is the following documentation available on board ?
(Not necessarily in the same file)
Main structural plans for cargo and ballast tanks;
Previous repair history;
Cargo and Ballast history;
Extent of use of the inert gas plant and tank cleaning procedures;
Record of inspections by the vessel’s personnel of structural deterioration
and leakages detected in bulkheads and pipes;
Records of the condition of coating and/or corrosion prevention systems.
1
7.2 Were any cargo or ballast tanks inspected ? Y N NS NA
For the purpose of this report, coating is defined as follows:
Good condition with only minor spots rusting;
Fair condition with local breakdown at edges of stiffeners and weld
connections and /or light rusting over 20% or more of areas under
consideration, but less than as defined for poor condition
Poor condition with general breakdown of coating over 20% or
more of areas or hard scale at 10% or more of areas under
consideration.
If any cargo or ballast tanks were inspected, record the information
required by the sub-questions. If not, then the question should be
answered ‘NS’
Comments:
Sub-questions
7.2.1 Tank or tanks inspected
7.2.2 Are tanks coated ? If so, record which tanks and the extent of the coating
(deckhead only, bottom only, or all tank)
7.2.3 Condition of coating (Good, Fair, Poor)
7.2.4 Are there anodes in cargo tanks ?

7.2.5 Are there anodes in the ballast tanks ?
7.2.6 What type of anodes are used, when were they last inspected and what
was the condition?
7.2.7 Are there any large fractures in any part of the structure ? If Yes, where ?
7.2.8 Is there any obvious wastage through corrosion ? If Yes, where ?
7.2.9 If any heavy localised pitting exists on horizontal girders and bottom
plating, specify location and degree in accordance with fig. V5.2 & V5.3 of
Pitting Assessment for Corrosion Rate Surveys as provided by Tanker
Structures Co-operative Forum
7.2.10 Is there any obvious sign of buckling ?
7.2.11 If there are any signs of accumulated rust on horizontal surfaces, specify
the location and degree in accordance with fig. V1 of Pitting Assessment
for Corrosion Rate Surveys as provided by Tankers Structures Co-
operative Forum
7.2.12 What is the condition of areas such as pipelines, bulkhead penetration
pieces, etc. within the tanks ?
7.2.13 Confirm that there are no signs of leakage ?
For example, no signs of an oil sheen on ballast water in segregated
ballast tanks.

2
174
7. STRUCTURAL CONDITION
7.1 Is an Enhanged Survey Report File maintained on

board?
MARPOL 73/78 Annex I Reg 13 (G); IMO Res A.744(18)
MARPOL 73/78 Annex I regulation 13. (G)

Prevention of oil pollution in the event of collision or stranding
Measures for existing tankers.
(1) This regulation shall:
(a) Apply to crude oil tankers of 20,000 tons deadweight and above and to product carriers of 30,000 tons deadweight and
above, which are contracted , the keel of which are laid, or which are delivered before the dates specified in regulation 13F(1)
of this annex; and
(b) not apply to oil tankers complying with regulation 13F of this annex, which are contracted, the keels of which are laid,
or which are delivered before the dates specified in regulation 13F(1) of this annex; and
(c) not apply to oil tankers covered by sub-paragraph (a) above which comply with regulation 13F(3)(a) and (b) or 13F(4)
or 13F(5) of this annex, except that the minimum distances between the cargo tank boundaries and the ship side and bottom
plating need not be met in all respects. In that event, the ship side protection distances shall not be less than those specified in
the International Bulk Chemical Code for type 2 cargo tank location and the bottom protection shall comply with regulation
13E(4)(b) of this annex
(2) The requirements of this regulation shall take effect as from 6 July 1995.
(3) (a) An oil tanker to which this regulation applies shall be subjected to an enhanced programme of inspections
during the periodical, intermediate and annual survey, the scope and frequency of which shall at least comply with the
guidelines developed by the Organisation.
(b) An oil tanker over five years old to which this regulation applies shall have on board, available to the competent
authority of any government of a State Party to the present Convention, a complete file of the survey reports, including the
results of all scantling measurement required, as well as the statement of structural work carried out.
(c) This file shall be accompanied by a condition evaluation report, containing conclusions on the structural
condition of the ship and it’s residual scantlings, endorsed to indicate that it has been accepted by, or on behalf of, the flag
Administration. This file and condition evaluation report shall be prepared in a standard format as contained in the guidelines
developed by the Administration.
(4) An oil tanker not meeting the requirements of a new oil tanker as defined in regulation 1(26) of this annex shall comply
with the requirements of regulation 13F of this annex not later than 25 years after it’s date of delivery, unless wing tanks or
175
double bottom spaces, not used for the carriage of the oil and meeting the width and weight requirements of regulation 13E(4),
cover at least 30% of Lt for the full depth of the ship on each side or at least 30% of the projected bottom shell area ΣPAS
within the Lt, where Lt and the projected bottom shell area ΣPAS are defined in regulation 13E(2), in which case compliance
with regulation 13F is required not later than 30 years after it’s date of delivery.
(5) An oil tanker meeting the requirements of a new oil tanker as defined in regulation 1(26) of this annex shall comply
with the requirements of regulation 13F of this annex not later than 30 years after it’s date of delivery.
(6) Any new ballast and load conditions resulting from the application of paragraph (4) of this regulation shall be subject
to approval of the Administration which shall have regard, in particular, to longitudinal and local strength, intact stability and,
if applicable, damage stability.
(7) Other such or operational arrangements such as hydrostatically balanced loading may be accepted as alternatives to the
requirements specified in paragraph (4), provided that such alternatives ensure at least the same level of protection against oil
pollution in the event of collision or stranding and are approved by the Administration based on guidelines developed by the
Organisation.
IMO Res A.744(18)
Refer to document
7.1.1 Does the File contain a survey planning document and was it issued at least 12-15 months
prior to the completion date of the last periodical survey?
IACS Guidance Manual for Tanker Structures Z10 Annex !/2.3
Refer to document
Chapter 8. Cargo and Ballast System
ISGOTT contains advice pertaining to the safe carriage and handling of petroleum products. If possible,
Inspectors should observe cargo operations, interview responsible personnel, review the Operators operating
procedures and note the degree of compliance by officer and crew to appropriate regulations and guidelines.
Common causes of incidents are poor planning, improper supervision of transfer operations, inadequate
knowledge or disregard of the dangers of static electricity, insufficient personnel on duty and insufficient
information concerning cargo properties.
8.1 Is the necessary technical information available Y N NS NA

for safe and efficient handling of cargo, ballast
and slops?
Ref: ISGOTT 5.3, 5.5, MARPOL Annex II, Standards for
Procedures and Arrangements Ch.2
Comments:
Sub-questions
8.1.1 Are pipeline and/or mimic diagrams of cargo, inert gas and venting systems
etc., available in the cargo control room?
8.1.2 Is information readily available on maximum loading rates and venting
capacities?
8.2 Are Material Safety Data Sheets (MSDS) on board Y N NS NA

and posted for all products being handled?
Ref: USCG 33 CFR 155.750
Comments:
Sub-questions
8.2.1 Are officers familiar with use of MSDS?
8.3 Is the vessel provided with Operator’s policy Y N NS NA

statements, instructions and procedures with
regard to safe cargo operations?
Ref: ISGOTT 5.3, 5.5, MARPOL Annex II, Standards for
Procedures and Arrangements Ch.2
Ascertain whether detailed written procedures and pre-planning for
all cargo, ballast and bunker transfer operations are available, and if
appropriate comment on observed compliance and familiarity.
Comments:
Sub-questions
8.3.1 If the vessel is operating under Hydrostatically Balanced Loading (HBL), have
the officers received appropriate training?
See guidance after 8.7
1
8.4 Are all cargo and ballast pumps and stripping Y N NS NA
arrangements fully operational, including
associated instrumentation and controls, and are
they tested regularly and the results recorded?
Ref: ISGOTT 6.4
Comments:
Sub-questions
8.4.1 Are all main cargo pumps, ballast pumps, stripping pumps and/or eductors
operational?
8.4.2 Are local and remote gauges operational?
8.4.3 Are emergency cargo pump stops operational, tested regularly and are the ISGOTT 6.4
test results recorded?
Pump alarms and trips, where fitted, should be tested regularly to ensure that
they are functioning correctly, and the results of the tests should be recorded.
8.4.4 Are ullage, temperature, pressure, interface tapes, and/or sensors, as fitted, ISGOTT 7.2
in a satisfactory condition and is there evidence of regular testing?
8.5 Are pipelines in a satisfactory condition? Y N NS NA

Examine deck piping for external indications of corrosion, patching or
accelerated wear caused by rope abrasion.
Comments:
Sub-questions
8.5.1 Are the cargo lines free of corrosion and are they in a satisfactory condition?
8.5.2 Are cargo pipelines free of soft patches or other temporary repairs?
8.5.3 If the ballast lines pass through cargo tanks, are they tested regularly and the
results recorded?
8.5.4 Are cargo pipe clamp supports and expansion arrangements satisfactory?
8.5.5 Is the general condition of crude oil washing lines satisfactory?
8.5.6 Is the general condition of inert gas and cargo vent lines satisfactory?
8.5.7 Is the general condition of hydraulic and pneumatic pipe work satisfactory?
8.5.8 Is the general condition of fire mains and associated fittings satisfactory?
8.5.9 Is the general condition of deck steam lines satisfactory?
8.5.10 Is the general condition of cargo tank heating coils satisfactory, are they
regularly tested, and is the observation tank return free of oil?
A very small amount of oil, a few drops, on the surface of hot wells or
observation tank can be considered normal, but a layer of oil over the surface
indicates that there is a problem of some significance.
8.6 If fitted to pump casing and bearings, are high Y N NS NA

temperature alarms for ballast and cargo pumps in
an operational condition?
Comments:
Sub-questions
8.6.1 Are bulkhead seals gas tight and, if required, well lubricated?
2
8.7 Has a detailed cargo handling plan been prepared Y N NS NA
and are operations being carried out and logged in
accordance with the agreed plan?
Ref: ISGOTT 5.3, 5.5
Ascertain whether detailed written procedures and pre-planning for
all cargo, ballast and bunker transfer operations are available. Cargo
plans should include a detailed sequence of cargo and ballast
transfer and as required, a plan of the distribution, quantities, lines
and pumps to be used, transfer rates, maximum allowable pressure,
heating requirements, temperature limits, venting requirements,
ballast operations, crude oil washing operations, static restrictions,
stability information, drafts and trims, and any other information
such as HBL requirement initial start-up rates, line clearing and
bunkering. Instructions should be readily available as to the ship to
shore contact arrangements and any precautions required for the
particular operation.
Comments:
Sub-questions
8.7.1 During discussions, did the chief officer demonstrate familiarity with the cargo
system?
8.7.2 Are cargo and ballast transfer instructions understandable to the deck officers
conducting the operations?
8.7.3 Does the cargo handling plan provide a detailed sequence of cargo and ballast
transfer?
8.8 Is the vessel free of any inherent intact stability Y N NS NA

problems?
Ref: SOLAS II-1 Reg 22. MARPOL Reg. 25 (5) ISGOTT 7.6.1,
8.1, 12.4.2
Vessels which have large width tanks will be subject to reduction of
intact stability due to free surface. Although vessels may meet IMO
intact stability criteria when in full loaded or ballasted conditions.
Frequently, trim and stability manuals deal only with arrival and
departure conditions, and operators are not made aware that
stability problems may exist during cargo transfers.
If a vessel has either large width cargo tanks, or U section ballast
tanks, or double bottom tanks without watertight centerline
bulkheads:
• Inspectors should verify that operating instructions meet the

parameters contained in the sub-questions. If such
instructions exist, the key question should be answered ‘No’.
• If such instructions are not available, Inspectors should

attempt to ascertain if the vessel meets IMO intact stability
criteria by using the class approved loading instrument. This
may be used to establish intact stability during the worst
case (all tanks slack). If a suitable loading instrument is not
available, and no instructions are available, the key question
should be answered ‘No’, unless proof is available that the
vessel is free of inherent stability problems.
Comments:
3
Sub-questions
8.8.1 Do the instructions indicate the number of tanks which may be slack and still
satisfy IMO stability criteria under all possible conditions of liquid (cargo or
ballast) transfer?
8.8.2 Do the instructions provide pre-calculated liquid transfer sequences which
satisfy IMO stability criteria for all cargo and ballast transfer operations (such
sequences should indicate which tanks may be slack during liquid transfer and
still satisfy IMO stability criteria)?
8.8.3 Are the instructions understandable to the officer in charge of transfer
operations?
8.8.4 Do the instructions allow comparisons of attained and required stability using
stability performance criteria in graphical or tabular form?
8.8.5 Can stability conditions be determined without extensive calculations by the
officer in charge?
8.8.6 Do the instructions provide for corrective action to be taken by the officer in
charge in case of departure from the recommended values and in case of
emergency situation?
8.8.7 Are the instructions prominently displayed in the approved trim and stability
booklet and at the cargo/ballast transfer control station and/or in any
computer software by which the stability calculations are performed?
8.8.8 Are there any cargo or ballast tank sloshing or weight restrictions?
8.9 If a stress finder/loading computer or programme Y N NS NA

is in use, is it Class approved?
If no Class approved loading computer is available, comment as to
how stress and stability calculations are performed, and with what
frequency.
Comments:
8.10 Have stress, stability, draft and trim calculations Y N NS NA

been performed for the current cargo operation?
Comments:
8.11 Is the pumproom free of evidence of persistent Y N NS NA

pipeline leaks or leakage of cargo into the bilges?
Ref: ISGOTT 2.17.2, 2.17.8, 18.5
Comments:
8.12 Are pumproom gas detection and/or liquid alarms Y N NS NA

Ref: ISGOTT 2.17.2
4
Comments:
Sub-questions
8.12.1 If fitted, is the pumproom gas detection equipment operational and regularly
tested?
8.12.2 Is the pumproom bilge high level alarm regularly tested and are the results
recorded?
8.13 Are manifold back pressure gauges fitted and in a Y N NS NA

satisfactory condition and are they fitted outboard
of the manifold valves?
Comments:
Sub-questions
8.13.1 Are gauges also fitted to the offshore manifolds, and regularly checked during
the discharge for manifold valve leakage?
8.14 Are all derricks, cranes and other lifting Y N NS NA

equipment properly marked, and has periodical
testing and inspection been carried out?
Ref: Chain Register.
Cargo lifting should be load tested every five years, and thoroughly
examined by a competent person annually. Other lifting equipment is
not regulated except as usually required by Class, but should be
tested and examined under a similar regime. The maximum SWL for
which testing is required is one tonne (1000 kgs).
Comments:
Sub-questions
8.14.1 Are winches associated with lifting equipment in a satisfactory condition?
Cargo derrick topping lifts should have a means of securing them, such as a
locking pin or ratchet, to prevent the weight of the derrick being solely taken
by the winch brake. Check that this is fitted and that it and any associated
winches are in good condition.
8.15 If the vessel uses its own cargo hoses, are they in Y N NS NA
Comments:
Sub-questions
8.15.1 Are the vessel’s cargo hoses free of kinks and material defects?
8.15.2 Are the hoses inspected prior to each use?
8.15.3 Are the hoses pressure tested annually to the design working pressure?
8.15.4 Are the hoses retired in accordance with the manufacturer’s recommendation?
8.15.5 Is a record of all hose tests and inspections maintained on board?
8.15.6 Do flange markings match certificates?
5
8.16 Is the vessel free of unauthorized inter- Y N NS NA
connections between cargo, bunker, and ballast
systems?
Comments:
8.17 Does the cargo venting system, including inert gas Y N NS NA

lines, mast risers, high velocity vent stacks,
appear to be in satisfactory condition?
Ref: SOLAS II-2 Reg. 59, ISGOTT Ch. 17
Verify that P/V valves, if fitted, are tight and in a satisfactory
condition, and that the venting system is designed and operated in
accordance with SOLAS.
Comment in the appearance and condition of the inert gas and vent
lines, including expansion joints. Consistent with safety and without
interfering with operations, and if appropriate to the design of the
venting equipment, request the demonstration of the manual lifting
of P/V valves and/or high velocity cones. Randomly examine and
record the condition of the flame screens.
Comments:
Sub-questions
8.17.1 Are the high velocity vents, if fitted, being operated in accordance with the
manufacturer’s conditions?
High jet cones should not be jacked open when loading, as this defeats the
object of projecting the gas clear of the deck. High jet vents are not fitted with
flame screens, and rely on the gas exit velocity of a minimum of 30
metres/sec to give adequate protection against passage of flame, the speed of
which is about 7.5 metres/sec.
8.17.2 Are the P/V valves in a satisfactory condition and inspected and cleaned as
part of a regular maintenance routine and are there records to support this?
8.17.3 Are flame screens easily accessible and removable, in a satisfactory condition
and inspected and cleaned as part of a regular maintenance routine and are
there records to support this?
Randomly examine and record the condition of the flame screens.
8.18 Is the vessel capable of operating in a closed Y N NS NA

condition?
Ref: ISGOTT 7.2, 7.6.3
If capable of operating in a closed condition, record in Comments the
condition of the tank gauges and vapour locks, numbers of
measuring tapes in a satisfactory condition.
Comments:
Sub-questions
8.18.1 If operating in a closed condition is there an Operator’s policy to operate
closed?
6
8.18.2 If the vessel is handling volatile or toxic cargoes, is it operating in a closed
condition at the time of inspection?
8.18.3 If fixed tank gauges are not fitted, are there sufficient portable tapes to gauge
every tank being worked simultaneously?
8.18.4 Is the crew able and willing to operate under closed loading?
In some cases although the vessel is equipped to perform closed loading
operations, the crew do not trust the reliability of the tank gauges.
8.18.5 Are the vapour locks, if fitted, calibrated and certified by Class?
Corrections for datum levels, and for list and trim should be checked and
approved by the vessel’s classification society.
8.18.6 Can final ullaging, sampling and dipping be conducted in the closed condition,
where applicable?
8.19 Are ISGOTT guidelines regarding static hazards Y N NS NA

strictly adhered to?
Ref: ISGOTT 7.2.2, 7.4, Ch. 20
This question only applies to static accumulator cargoes in non-inert
tanks.
Comments:
Sub-questions
8.19.1 Are metal tapes and other gauging or sampling devices effectively bonded ISGOTT 7.2.2
before introduction into tanks?
8.19.2 Are natural fibres ropes, as opposed to synthetic, used? ISGOTT 7.2.2
Where vessels are not equipped with inert gas and are handling static
accumulator cargoes, the recommendation of ISGOTT 7.4 must be observed.
These include restricted initial flow rates, non instruction of metallic equipment
into the tank during loading and for 30 minutes afterwards, and the
requirement to effectively bond and earth metallic equipment when it is
introduced after the relaxation period. Non-conducting equipment with no
metal parts, and which is not made from synthetic materials may, in general,
be used at any time. Static accumulator cargoes are all those except crude
oils, residual fuel oils, black diesel oils and asphalts (bitumen’s).
Where non-inert vessels are not equipped with a fixed ullaging system, full
tanks depth sounding pipe (which must be effectively earthed and slotted to
prevent pressure differentials) must be fitted below vapour locks to allow their
use during cargo operations in line with the above guidance.
8.19.3 Are precautions relating to maximum flow rates during initial loading being ISGOTT 7.4.3
observed?
8.19.4 Are required relaxation periods being observed? ISGOTT 7.4.3 (b)
8.19.5 Are vapour locks fitted with full depth sounding pipes?
See the guidance in question 8.19.2
8.19.6 If portable tank cleaning hoses are used, are continuity tests carried out and
the results recorded?
Hoses should be tested for electrical continuity in a dry condition prior to use,
and in no case should the resistance exceed 6 ohms per metre length.
(ISGOTT 9.1.4)
8.20 If fitted, are all cargo tank high level alarms in a Y N NS NA

Record in the Comments if high level alarms are not fitted
Comments:
7
8.21 Do tank hatches, tank cleaning apertures and Y N NS NA
sighting ports appear to be liquid and gas tight?
Comments:
8.22 Are portable gas and oxygen analysers Y N NS NA

appropriate to the cargoes being carried and are
they in a satisfactory condition?
Ref: ISGOTT Ch. 18, SOLAS II-2 Reg. 62.17, 18
Each vessel should comply with ISGOTT recommendations (Chapter
9.1.6) of two each of Oxygen, LEL and % volume hydrocarbon
analysers, and a toxic gas detector, as applicable.
Record in the Comments the condition of the gas analysing
instruments and determine that they are the required type for the
service.
Comments:
Sub-questions
8.22.1 Is there a record of regular testing and calibration?
8.22.2 Is sufficient span calibration gas available?
8.22.3 Are instruments capable of measuring hydrocarbon content in an oxygen
deficient atmosphere, if required, in a satisfactory condition?
8.22.4 Are officers familiar with use and calibration of portable gas analysers?
8.22.5 Where toxic gases may be encountered, are appropriate gas detection
analysers available and in a satisfactory condition?

8
176
8. CARGO AND BALLAST

HANDLING
8.1 Is the necessary technical information available for safe

and efficient handling of cargo, ballast and slops?
ISGOTT 5.3, 5.5; MARPOL 73/78 Annex II- Standards for Procedures and Arrangements Ch.2
ISGOTT 5.3 AGREED LOADING PLAN
On the basis of the information exchanged, an operational agreement should be made in writing between the responsible
officer and the terminal representative covering the following:
• Ship’s name, berth, date and time.
• Name and signature of ship and shore representative.
• Cargo distribution on arrival and departure.
• The following information on each product:
quantity
ship’s tank(s) to be loaded
shore tank(s) to be discharged
lines to be used ship/shore
cargo transfer rate
operating pressure
maximum allowable pressure
temperature limits
venting system
•Restriction necessary because of:

electrostatic properties
use of automatic shut-down valves
This arrangement should include a loading plan indicating the expected timing and covering the following:
• The sequence in which ship’s tanks are to be loaded, taking into account:
Deballasting operations.
Ship and shore tank change over.
Avoidance of contamination of cargo.
Pipeline cleaning for loading.
Other movements or operation which may affect flow rates.
Trim and draught of the tanker.
The need to indicate that permitted stresses will not be exceeded.
• The initial and maximum loading rates, topping off rates and normal stopping times, having regard to:
The nature of the cargo to be loaded.
The arrangement and capacity of the ship’s cargo lines and gas venting system.
177
The maximum allowable pressure and flow rate in the ship/shore hoses or arms.
Precautions to avoid accumulation of static electricity.
Any other flow control limitations.
• The method of tank venting to avoid or reduce gas emission at deck level, taking into account:
The true vapour pressure of the cargo to be loaded.
The loading rates.
Atmospheric condition.
• Any bunkering or storing operations.

• Emergency stop procedure.
A bar-diagram is considered to be one of the best means of depicting this plan.
ISGOTT 5.5 Agreed Discharge Plan
On the basis of the information exchange, an operational agreement should be made in writing between the responsible officer
and the terminal representative covering the following:
• Ship’s name, berth, date and time.

• Names and signatures of ship and shore representative.
• Cargo distribution on arrival and departure.
• The following information on each product:
quantity
shore tank(s) to be filled
ship’s tank(s) to be discharged
lines to be used ship/shore
cargo transfer rate
operating pressure
maximum allowable pressure
temperature limits
venting system
• Restrictions necessary because of:

electrostatic properties
use of automatic shut-down valves
This agreement should include a discharging plan indicating the expected timing and covering the following:
• The sequence in which ship’s tanks are to be discharged, taking account of:
ship and shore tank change over
avoidance of contamination of cargo
pipeline cleaning for discharge
crude oil washing, if employed, or other tank cleaning
other movements or operations which may affect flow rates
trim and freeboard of the tanker
the need to indicate that permitted stresses will not be exceeded
ballasting operations
• The initial and maximum discharge rates, having regard to:

the specification of the cargo to be discharged
the arrangements and capacity of the ship’s cargo lines, shore pipelines and tanks
the maximum allowable pressure and flow rate in the ship/shore hoses or arms
precautions to avoid accumulation of static electricity
any other limitations
• Bunkering or storing operations

• Emergency stop procedure.
A bar-diagram is considered to be one of the best means of depicting this plan.

178
MARPOL 73/78 Annex II

Standard for Procedures and Arrangements for the discharge of noxious liquid substances
Chapter 2
Preparation of the Procedures and Arrangements Manual
2.1 Each ship which carries noxious liquid substances in bulk should be provided with a Manual as described in this
chapter.
2.2 The main purpose of the Manual is to identify for the ship’s officers the physical arrangements and all the operational
procedures with respect to cargo handling, tanks cleaning, and cargo tank ballasting and deballasting which must be followed
in order to comply with the requirements of Annex II.
2.3 The Manual should be based on the Standards. It should cover all noxious liquid substances which the ship is certified
fit to carry.
2.4 The Manual should as a minimum contain the following information and operational instructions:
.1 a description of the main features of Annex II, including discharge requirements;
.2 a table of noxious liquid substances which the ship is certified fit to carry and which specifies information on
these substances as detailed in appendix D;
.3 a description of the tanks carrying noxious liquid substances; and a table identifying in which cargo tanks each
noxious liquid substances may be carried;
.4 a description of all arrangements and equipment including cargo heating and temperature control system, which
are on board the ship and for which requirements are contained in chapter 3 or 8 including a list of all tanks that
may be used as slop tanks, a description of the discharge arrangements, a schematic drawing of the cargo
pumping and stripping system showing the respective position of pumps and control equipment and identification
of means for ensuring that the equipment is operating properly (check lists);
.5 details of the procedures set out in the Standards as applies to the individual ship which should, where
appropriate, include instruction such as:
.5.1 methods of stripping cargo tanks and under what restrictions, such as minimum list and trim, the stripping system
should be operated.
.5.2 methods of draining cargo pumps, cargo lines and stripping lines;
.5.3 cargo tank pre-wash programmes;
.5.4 procedures for cargo tank ballasting and deballasting;
.5.5 procedures for discharge of residue/water mixtures; and
.5.6 procedures to be followed when a cargo tank cannot be unloaded in accordance with the required procedure;
.6 for existing ships operating under the provisions of regulation 5A(2)(b) or 5A(4)(b) a residue table developed in
accordance with appendix A, which indicates for each tank in which category B or C substances are to be carried the
quantities of residue which will remain in the tank and associated piping system after unloading and stripping;
.7 a table which indicates the quantities measured as a result of carrying out the water test performed for assessing
the “stripping quantity” referred to in paragraph 1.2.1 of appendix A and;
.8 the responsibility of the master in respect of operational procedures to be followed and the use of the
arrangements.
The master must ensure that no residue or residue/water mixtures are discharged into the sea, unless arrangements listed in the
manual and needed for the discharge are used.
2.5 In the case of the ship engaged in international voyages, the manual should be produced in the standard format as
outlined in the attached appendix D. If the language used id neither English or French, the text should include a translation
into one of these languages.
2.6 The Administration may approve a Manual consisting only of those parts applicable to the substances the ship is
certified fit to carry.
2.7 For a ship referred to in regulation 5A(6) or 5A(7), the format and the content of the Manual should be to the
satisfaction of the Administration.
179
2.8 For a ship carrying Category D substances, the format and the content of the Manual should be to the satisfaction of
the Administration.
8.2 Are Material Safety Data Sheets (MSDS) on board and posted
for all products being handled?
USGC 33 CFR 155.750
Refer to document
8.3 Is the vessel provided with Operator’s policy

statements, instructions and procedures with regard to
safe cargo operations?
ISGOTT 5.3, 5.5; MARPOL 73/78 Annex II-Standard for Procedures & Arrangements Ch.2
ISGOTT 5.3
See 8.1
ISGOTT 5.5
See 8.1
MARPOL 73/78 Annex II Standards for Procedures & Arrangements Chapter 2
See 8.1
8.4 Are all cargo and ballast pumps and stripping

arrangements fully operational, including associated
instrumentation and controls, and are they tested
regularly and the results recorded?
ISGOTT 6.4
6.4 Pump alarms and trips, level alarms etc., where fitted, should be tested regularly to ensure that they are functioning
correctly and the results of these tests should be recorded.
8.4.3 Are emergency cargo pump stops operational, tested regularly and are the test results recorded?
ISGOTT 6.4
See 8.4
8.4.4 Are ullage, temperature, pressure, interface tapes, and/or sensors, as fitted, in a satisfactory condition and is
there evidence of regular testing?
ISGOTT 7.2
See 8.18
180
8.7 Has a detailed cargo handling plan been prepared and

are operations being carried out and logged in accordance with
the agreed plan?
ISGOTT 5.3, 5.5
ISGOTT 5.3
See 8.1
ISGOTT 5.5
See 8.1
8.8 Is the vessel free of any inherent stability problems?

SOLAS II-1 Reg. 22; MARPOL 73/78 reg. 25(5); ISGOTT 7.6.1, 8.1, 12.4.2

Stability information for passenger ships and cargo ships
1. Every passenger ship regardless of size and every cargo ships having a length, as defined in the international
Convention on Load Lines in force of 24m and upwards shall be inclined upon its completion and the elements of its stability
determined. The master shall be supplied with such information satisfactory to the Administration as is necessary to enable
him by rapid and simple processes to obtain accurate guidance as to the stability of the ship under varying conditions of
service. A copy of the stability information shall be furnished to the Administration.
2. Where any alteration are made to a ship so as to materially affect the stability information supplied to the Master,
amended stability information shall be provided. If necessary the ship shall be re-inclined.
3. Not applicable.
4. The Administration may allow the inclining test of an individual ship to be dispensed with provided basic stability data
are available from inclining test of sister ship and it is shown to the satisfaction of the Administration that reliable stability
information for the exempted ship can be obtained from such basic data as required by the paragraph 1.
5. The Administration may also allow the inclining test an individual ship or class of ships especially designed for the
carriage of the liquids or ore in bulk to be dispensed with when reference to existing data for similar ships clearly indicates
that due to the ship’s proportions and arrangements more than sufficient metacentric height will be available in all probable
loading conditions.
MARPOL 73/78 Regulation 25(5)

Subdivision and stability
The master of every new oil tanker and the person in charge of a new non self propelled oil tanker to which this annex applies
shall be supplied in an approved form with:
(a) information relative to loading and distribution of cargo necessary to ensure compliance with the provisions of this
regulation; and
(b) data on the ability of the ship to comply with damage stability criteria as determined by the regulation, including the
effect of relaxations that may have been allowed under subparagraph (1)(c) of this regulation.
181
ISGOTT LOADING OF CARGO
7.6.1 Stability Considerations

The loading plan of combination carriers and double hull tankers must take into account the ship’s stability instructions and
the need to avoid excessive free surface with consequent loss of stability (See Sections 8.1 and 12.4.2).
ISGOTT 8.1 STABILITY CONSIDERATIONS
Single hull oil tankers usually have such a high metacentric height in all conditions of loading and ballasting that they can be
considered as being inherently stable. Whilst tanker personnel have always had to take into account of longitudinal bending
moments and vertical sheer forces, the actual stability of the ship has seldom been a prime concern. However the introduction
of double hulls into tanker design is likely to change that situation.
The main problem likely to be encountered is the effect on the transverse metacentric height of liquid free surface in the cargo
and double bottom tanks.
Depending upon the design, type and number of these tanks, the free surface effect could result in the transverse metacentic
height being significantly reduced. The situation will be most severe in the case of wide cargo tanks with no centrline
bulkhead and the so call “U” ballast tanks which have no centerline bulkhead.
The most critical stages of any operation will be while filling the double bottom ballast tanks during discharge of cargo, and
emptying the tanks during loading of cargo. If sufficient cargo tanks and double bottom tanks are slack simultaneously, the
overall free surface effect could well be sufficient to reduce the transverse metacentric height to a point where the transverse
stability of the ship may be threatened. This could result in the ship developing a severe list. Large free surface area is
especially likely to threaten stability at greater soundings (innages) with associated high vertical center of gravity.
It is imperative that tanker and terminal personnel involved in cargo and ballast operations are aware of this potential problem
and that all cargo and ballast operations are conducted strictly in accordance with the ship’s loading manual.
Where they are fitted, interlock devices to prevent too many cargo and ballast tanks from being operated simultaneously,
thereby causing an excessive free surface effect, should always be maintained in full operational order and should never be
over-ridden.
Ships which operate with limited metacentric height should be equipped with a loading computer which calculates metacentric
height.
It is imperative that masters and officers be aware that partially loading a cargo tank with heavy weather ballast may present a
potential problem. The combination of free surface and the flat tank bottom can result in the generation of wave energy of
sufficient power to severely damage internal structure and pipelines.
ISGOTT 12.4 SLACK HOLDS IN COMBINATION CARRIERS
12.4.2 Loss of Stability

Particular care should be taken when loading or discharging liquid cargoes from combination carriers and when handling
ballast on such ships to ensure that the total free surface effect of cargo and ballast tanks is kept within safe limits, otherwise a
sudden, and violent, change of list could occur.
In compliance with government requirements all combination carriers are supplied with stability data and loading and
unloading instructions. The instructions should be carefully studied and followed. Generally, these instructions will specify a
maximum number of cargo holds or tanks which may be slack at any one time. Sometimes it may be necessary to adjust the
quantity of cargo to be loaded to avoid slack holds. Where double bottom ballast tanks extend across the whole width of the
vessel, the free surface effect of water in these tanks will be as great as that of full cargo holds and account must be made of
this fact.
Some combination carriers have a valve interlocking system which limits the number of tanks which may be loaded or
discharged simultaneously. Such system may fail or may be bypassed, and it is recommended that a conspicuous notice is
displayed at the cargo control station warning of the danger of free surface effect and stating the maximum number of holds
that can safety be slack at any on time.
Before arriving in port, a plan should be prepared for the anticipated loading or discharging sequence, bearing in mind the free
surface effect and distribution of all cargo, fuel and ballast at all stages of the operation.
182
Terminal operators should appreciate that combination carriers may be subjected to loading rate limitations and to specific
discharge procedures. These arise from the dangers of hatch seals leaking if placed under excessive pressure, as well as from
the free surface effects.
If a loss a stability becomes evident during loading or discharging, all cargo, ballast and bunker operations must cease and a
plan be prepared for restoring positive stability. If the vessel is at a terminal this plan should be agreed by the terminal
representative and it may be necessary or prudent to disconnect the loading arms or hoses.
The specific action required to restore stability will be determined by the vessel’s detailed stability information in relation to a
particular condition.
In general the following principles will apply:-
The vertical center of gravity must be lowered in the most effective way.
Where slack double bottom ballast tanks exist should be filled, starting with those on the low side, followed by those on the
high side.
If the pressing up of slack double bottom ballast tanks is insufficient to regain stability, it may be necessary to consider filling
empty double bottom ballast tanks. It must be recognized that this will initially result in further loss of stability caused by the
additional free surface effect; this, however, will soon be corrected by the added mass below the vessel’s original center of
gravity.
No attempt should be made to correct a list by filling compartments on the high side as this is likely to result in a violent
change of list to the opposite side.
The restraint provided by moorings should be considered. To attempt to control a list by adjusting mooring rope tension could
be dangerous and is therefore not recommended.
On completion of loading, the number of slack holds should be at a minimum and in any event not more than that specified in
the stability information book.
8.11 Is the pumproom free of evidence of persistent pipeline leaks

or leakage of cargo into the bilges?
ISGOTT 2.17.2, 2.17.8, 18.5
ISGOTT 2.17.2, 2.17.8
See 5.7
ISGOTT 18.5
See 5.12
8.12 Are the pumproom gas detection and/or liquid alarms in a

ISGOTT 2.17.2
See 5.7
183
8.14 Are all derricks, cranes and other lifting equipment properly
marked and has periodic testing and inspection been carried out?
Cargo lifting requirements, Chain Register or equivalent
Refer to documents
8.17 Does the cargo venting system, including inert gas lines, mast
risers, high velocity vents and vent stacks, appear to be in
SOLAS II-2 Reg.59; ISGOTT Ch.17
Regulation 59.1
Venting, purging, gas freeing and ventilation.
1. Cargo tank venting
1.1 The venting system of cargo tanks are to be entirely distinct from the air pipes of the other compartments of the ship.
The arrangements and position of opening in the cargo tank deck from which emission of flammable vapours can occur shall
be such as to minimize the possibility of flammable vapours being admitted to enclosed spaces containing a source of ignition,
or collecting in the vicinity of deck machinery and equipment which may constitute an ignition hazard. In accordance with this
general principle the criteria in paragraphs 1.2 to 1.10 will apply.
1.2 The venting arrangements shall be so designed and operated as to ensure neither pressure nor vacuum in cargo tanks
shall exceed design parameters and be such as to provide for:
.1 the flow of the small volumes of vapour, air or inert gas mixtures, caused by thermal variations in a cargo tank in
all cases through pressure/vacuum valves; and
.2 the passage of large volumes of vapours, air and inert gas mixtures during cargo loading and ballasting, or during
discharging.
1.3.1 The venting arrangements in each cargo tank may be independent or combined with other cargo tanks and may be
incorporated into the inert gas piping.
1.3.2 Where the arrangements are combined with other cargo tanks either stop valves or other acceptable means shall be
provided to isolate each cargo tank. Where stop valves are fitted, they shall be provided with locking arrangements which
shall be under the control of the responsible ship’s officer. Any isolation must continue to permit the flow caused by terminal
variations in a cargo tank in accordance with paragraph 1.2.1.
1.4 The venting arrangements shall be connected to the top of each cargo tank and shall be self-draining to the cargo tanks
under all normal conditions of trim and list of the ship. Where it may not be possible to provide self-draining lines permanent
arrangements shall be provided to drain the vent lines to a cargo tank.
1.5 The venting system shall be provided with devices to prevent the passage of flame into the cargo tanks. The design,
testing and location of these devices shall comply with the requirements established by the Administration which shall contain
at least the standards adopted by the Organisation.
1.6 Provision shall be made to guard against liquid rising in the venting system to s height which would exceed the design
head of cargo tanks. This shall be accomplished by high level alarms or overflow control system or other equivalent means,
together with gauging devices and cargo tank filling procedures.
184
1.7 Openings for pressure release required by paragraph 1.2.1 shall:
.1 have as great a height as is practicable above the cargo tank deck to obtain maximum dispersal of flammable
vapours but in no case less than 2m above the cargo tank deck;
.2 be arranged at the furthest distance practicable but not less than 5m from the nearest air intakes and openings to
enclosed spaces containing a source of ignition and from deck machinery and equipment which may constitute an
ignition hazard.
1.8 Pressure/vacuum valves required by paragraph 1.2.1 may be provided with a by-pass arrangement when they are
located in a vent main or masthead riser. Where such an arrangement is provided there shall be suitable indicators to show
whether the by-pass is open or closed.
1.9 Vent outlets for cargo holding, discharging and ballasting required by paragraph 1.2.2 shall:
.1.1 permit the free flow of vapour mixtures; or
.1.2 permit the throttling of the discharge of the vapour mixtures to achieve a velocity of not less than 30m/s;
.2 be so arranged that the vapour mixture is discharged vertically upwards;
.3 where the method is by free flow of vapour mixtures, be such that the outlet shall be not less than 6m above the
cargo tank deck or fore and aft gangway if situated within 4m of the gangway and located not less than 10m
measured horizontally from the nearest air intakes and openings to enclosed spaces containing a source of ignition
and from deck machinery and equipment which may constitute an ignition hazard.
.4 where the method is by high velocity discharge, be located at a height not less than 2m above the cargo tank deck
and not less than 10m measured horizontally from the nearest air intakes and openings to enclosed spaces
containing a source of ignition and from deck machinery and equipment which may constitute an ignition hazard.
These outlets shall be provided with velocity devices of an approved type;
.5 be designed on the basis of the maximum designed loading rate multiplied by a factor at least 1.25 to take account
of gas evolution, in order to prevent the pressure in any cargo tank from exceeding the design pressure. The
master shall be provided with information regarding the maximum permissible loading rate for each cargo tank
and in the case of combined venting system, for each group of cargo tanks.
1.10 In combination carriers, the arrangement to isolate slop tanks containing oil or oil residues from other cargo tanks
shall consist of blank flanges which will remain in position at all times when cargoes other than liquid cargoes referred to in
reg. 55.1 are carried.
ISGOTT Chapter 17
Refer to document
8.18 Is the vessel capable of operating in a closed condition?

ISGOTT 7.2, 7.6.3
7.2 MEASURING AND SAMPLING
7.2.1 General
Depending on the toxicity and/or volatility of the cargo, it may be necessary to prevent or minimize the release of vapour from
the cargo tank head space during measurement and sampling operations. Wherever possible, this should be achieved by use of
closed gauging and sampling equipment. Equipment required for the measurement of ullage and temperature within cargo
tanks may be either fixed (permanently installed) or portable and samples will normally be drawn using portable equipment.
185
Closed gauging or sampling will be undertaken using the fixed equipment system or by using portable equipment passed
through a vapour lock. Such equipment will enable ullages, temperatures, water cuts, and interface measurements to be
obtained with the minimum of cargo vapours being released. This portable equipment, passed through vapour locks is
sometimes referred to a “restricted gauging equipment”.
When it is not possible to undertake closed gauging and/or sampling operations, open gauging will need to be employed. This
will involve the use of equipment passed into the tank via an ullage or sampling port or a sounding pipe and personnel may
therefore be exposed to greater concentrations of cargo vapour.
As cargo compartments may be in a pressurized condition, the opening of vapour lock valves, ullage ports or covers and the
controlled release of any pressure should be undertaken by authorized personnel only.
When measuring or sampling, care must be taken to avoid inhaling gas. Personnel should therefore keep their heads well away
from the issuing gas and stand at right angles to the direction of the wind. Standing immediately upwind of the ullage port
might create a back eddy of vapour towards the operator. In addition, depending on the nature of the cargo being handled,
consideration may be given to the use of appropriate respiratory protective equipment. (See Section 7.2.4)
When open gauging procedures are being employed, the atnk opening should only be uncovered long enough to complete the
operation.
Refer to document for further details.
7.6 LOADING OF CARGO
7.6.3 Closed Loading.
For effective closed loading, cargo must be loaded with the ullage, sounding and sighting ports securely closed. The gas
displaced by the incoming cargo must be vented to the atmosphere via the mast riser(s) or through high velocity or constant
velocity valves, either of which will ensure that the gauges are taken clear of the cargo deck. Devices fitted to mast risers or
vent stacks to prevent the passage of flame must be regularly checked to confirm they are clean, in good condition and
correctly installed.
To undertake closed loading, the vessel should be equipped with ullaging equipment and independent overfill alarm (See
Section 7.7.3) which allow the tank contents to be monitored without opening tank apertures. On vessels without inert gas
system, this equipment should comply with the precautions highlighted in Section 7.4 and 20.5.
Vessels operating with inert gas are always to be capable of closed loading.
8.18.5 Are the vapour locks, if fitted, calibrated and certified by Class?
ISGOTT 7.2.5
Refer to document.
8.19 Are ISGOTT guidelines regarding static hazards strictly

adhered to?
ISGOTT 7.2.2, 7.4, Ch.20
ISGOTT 7.2 MEASURING AND SAMPLING
7.2.2 Measuring and Sampling Non-Inerted Tanks (Table 7-1 refers)

Static electricity hazards may be present when gauging and sampling non-inerted tanks. An electrostatic charge may be
present on the surface of the liquid in the tank, either because it is being pumped or is subjected to agitation. A charge may
also be generated on the gauging or sampling equipment or on the person using the equipment.
186
Reference should be made to Chapter 20 or a full explanation of static electrical hazards. Section 20.3 provides guidance on
the safe handling of static accumulator oils and Section 20.5 addresses hazards associated with dipping, ullaging, and
sampling operations.
Electrostatic Charges:
• Static charge accumulation on unearthed probes introduced into tanks:
Regardless of the volatility of the cargo, in a non-inerted tank there is always the possibility that the atmosphere may be within
the flammable range.
When ullaging, dipping, gauging or sampling all cargoes in non-inerted tanks, irrespective of the volatility classification of the
cargo, the following precautions must be observed in order to avoid hazards associated with the possible accumulation of
electrical charges on probes, such as metal tapes, lowered into the tank:
Metal tapes or other gauging/sampling devices which could act as electrical conductors throughout their length must be
effectively earthed or bonded before introduction until after removal.
No synthetic tapes or ropes should be used.
(Reference should also be made to Section 7.4.3© regarding operations conducted through full depth sounding pipes)
• Static accumulation properties of the cargo:

The precautions to be taken against static electricity during the ullaging, dipping, gauging or sampling of static accumulator
oils are to be found in Section 7.4.3 and must be rigidly adhered to in order to avoid hazards associated with the accumulation
of the electrical charge on the cargo.
ISGOTT 7.4; ISGOTT Chapter 20
Refer to documents
8.19.1 Are metal tapes and other gauging or sampling devices effectively boded before introduction into tanks?
ISGOTT 7.2.2
ISGOTT 7.2.2
See 8.19
8.19.2 Are natural fibre ropes, as opposed to synthetic, used?

ISGOTT 7.2.2
See 8.19
8.19.3 Are precautions relating to maximum flow rates during initial loading being observed?
ISGOTT 7.4.3
7.4 HANDLING STATIC ACCUMULATION CARGOES
7.4.3 Precautions Against Static Electricity Hazards
When a tank is maintained in an inert condition no anti-static precautions are necessary.
If the tank is non in an inerted condition, specific precautions will be required with regard to safe flow notes and ullaging,
sampling and gauging procedures when handling static accumulator oils as follows:
187
(a) During initial stages of loading into each individual tank the flow rate in its branch line should not exceed a linear
velocity of 1 metre/second.
When the bottom structure is covered and after all splashing and surface turbulence has ceased the rate can be increased
to the lesser of the ship or shore pipeline and pumping systems maximum flow rates, consistent with the proper control of the
system. Experience indicates that hazardous potentials do not occur if the velocity is below 7m/s and some national codes of
practice suggest this as the maximum velocity. However, where well documented experience indicates that higher velocities
have been safely used, the limit of 7 m/s may be replaced by an appropriate higher value.
To assist in calculating the volumetric loading rate which corresponds to a linear velocity in a branch line of 1
metre/second, the following table can be used to relate the volumetric flow rate to the pipeline diameter:
Rates Corresponding to 1 Metre/Second

Pipeline Approximate
Diameter Flow Rate
mm. Cubic
Metres/Hour
80 17
100 29
150 67
200 116
250 183
305 262
360 320
410 424
460 542
510 676
610 987
710 1384
810 1782
Note that the diameters given are nominal diameters which are not necessarily the same as the internal diameters.
(b) During loading and for 30 minutes after the completion of loading, metallic equipment for dipping, ullaging or
sampling equipment not be introduced into or remain in the tank. Examples include manual steel ullage tapes, portable
gauging devices mounted on deck standpipes, metal sampling apparatus and metal sounding rods. Non-conducting equipment
with no metal parts may, in general, be used at any time. However, ropes used for lowering equipment into tanks must not be
made from synthetic polymers. (see Section 7.2.2)
After the 30 minute waiting period, metallic equipment may also be used for dipping, ullaging and sampling, but it is
essential that it is effectively bonded and securely earthed to the structure of the ship before it is introduced into the tank and
that it remain earthed until after it has been removed. (See Section 20.5.3)
(c) Operations carried out through sounding pipes are permissible at any time because it is not possible for any significant
charge to accumulate on the surface of the liquid within a correctly designed and installed sounding pipe. A sounding pipe is
defined as a conducting pipe which extends the full depth of the tank and prevent any pressure differential between the inside
of the pipe and the tank to ensure that true level indications are obtained.
If the sounding facilities are provided, for example, through a deck standpipe that does not extend the full depth of the
tank, all the static precautions detailed in Section 7.4.3 a) and b) should be strictly adhered to.
A permanently fitted metal float level gauge does not present a static electricity hazard provided the metal float has
electrical continuity through the tape to the structure of the ship and the metal guide wires are intact. Other guided wire
gauging systems may be used provided the metal guide wires are intact.
188
(d) Micropore filters, usually made of paper, cellulose or glass fibre are known to be capable of generating high static
charge levels. If a micropore filter is fitted in the shore pipeline system the loading rate should be adjusted to ensure that at
least 30 seconds elapse between the time the cargo leaves the filter and the time it enters any cargo tank.
8.19.4 Are required relaxation periods being observed?

ISGOTT 7.4.3 (b)
ISGOTT 7.4.3 (b)
See 8.19.3
8.22 Are portable gas and oxygen analysers appropriate to the

cargoes being carried, and are they in a satisfactory condition?
ISGOTT Ch. 18; SOLAS II-2 Reg. 62.17, 18
ISGOTT Ch. 18
Refer to document.
SOLAS II-2 Regulation 62.17, 18

Inert gas systems
17 Portable instruments for measuring oxygen and flammable vapour concentration shall be provided. In addition,
suitable arrangement shall be made on each cargo such that the condition of the tank atmosphere can be determined using
these portable instruments.
18 Suitable means shall be provided for the zero and span calibration of both fixed and portable gas concentration
measurement instruments, referred to in paragraph 16 and 17.
For the entire regulation 62 see 9.4.

Chapter 9. Inert Gas and Crude Oil Washing System
9.1 Is the vessel fitted with an inert gas system Y N NS NA

(IGS)?
If no, go to chapter 10.
If the vessel has been issued with a waiver from fittings an IGS,
record the issuing authority in the Comments.
Comments:
9.2 Is the vessel fitted with a crude oil washing Y N NS NA

(COW) system?
If no, omit questions 9.10-9.12
Comments:
9.3 Is the IGS in use at the time of the inspection Y N NS NA

Comments:
9.4 Is the IGS, including instrumentation, alarms, Y N NS NA

trips, and pressure and oxygen recorders, fully
operational?
Ref: SOLAS II-2 Reg. 62, OCIMF information papers: Dry
type deck waters seals and Semi-dry type deck water seals.
Comments:
Sub-questions
9.4.1 Does the P/V breaker appear to be in a satisfactory condition?
If the P/V breaker is filled with water, the liquid should be protected against
freezing by the addition of an anti-freeze.
9.4.2 Is a log kept of IGS operations, and equipment maintenance?
9.4.3 Are pressure and/or oxygen indicators in a satisfactory condition?
9.4.4 Do the readings in the local, bridge and cargo control room oxygen and
pressure recorders, if fitted, agree?
9.4.5 Has the fixed oxygen analysers been calibrated immediately prior to use?
9.5 Is the IGS being operated in a safe and Y N NS NA

appropriate manner?
Ref: SOLAS II-2 Reg. 62.21
Comments:
1
Sub-questions
9.5.1 Are tanks being maintained at positive pressure?
9.5.2 Is the oxygen content of delivered IG in supply main at or below the permitted
maximum?
The cargo system shall be capable of maintaining the atmosphere in any part
of any cargo tank with an oxygen content not exceeding 8% by volume
(SOLAS II-2 62.2.2), and be capable of delivering inert gas with an oxygen
content of not mare than 5% by volume. (SOLAS II-2 62.3.2).
Tankers constructed before 1st Sept. 1984 do not have to comply with the 5%
requirement. (SOLAS II-2 62.20.1).
9.5.3 Does the oxygen content in the cargo tanks meet requirements?
See the guidance in Sub-question 9.5.2. above.
9.6 Is the liquid level in the deck seal correct and Y N NS NA

clearly visible ?
Comments:
Sub-questions
9.6.1 If the deck seal is of the dry type, has the additional instrumentation
recommended by OCIMF been fitted, and is it in a satisfactory condition
including the operation of the dump valve ?
The OCIMF paper on ‘Dry Type Seals’ refers to the recommendation provision
of a @Deck Main High Pressure Shutdown’, a ‘Differential Pressure Alarm
Shutdown’ and a ‘Deck Main Non-Return Valve with Disc Position indicator’ as
a minimum for safe operation. It also states that this type of seal is best
reaplaced with one or another type. Normally with a dry type seal there is a
dump valve which should open when the inert gas supply is stopped, and
which allows the water from the upper tank to drain to the lower, thereby
creating a seal. The crew should be requested to stop the inert gas
momentarily (which will not affect cargo operations), to see if this process
actually takes place. Upon restoring the supply, the dump valve should close,
and the upper tank filling and lower tank drain valves open.
9.6.2 Is an emergency watetr supply available for the scrubber and deck seal ?
9.7 Does the IG non-return valve appear to be Y N NS NA

working ?
Ref: SOLAS II-2 Reg. 62.10.8
A non-return valve or equivalent shall be fitted forward of the deck
water seal, provided with positive means of closure. As an alternative
to positive means of closure, an additional valve having such means
of closure may be provided forward of the non-return valve to isolate
the deck water sealfrom the inert gas main. (SOLAS II-2 10.8)
Comments:
Sub-question
9.7.1 Are records maintained of the overhaul of the non-return valve ?
2
9.8 If the tanks can be individually isolated from the Y N NS NA
IG main, are means provided to protect against
over or under-pressurisation ?
Ref: SOLAS II-2 Reg. 59.1 & 62.11.2.1 OCIMF Information
paper on the prevention of over and under-pressurisation of
cargo tanks on oil tankers
Record in the comments the means provided to protect against over
or under-pressurisation. If the protection is a P/V valve system, is it
sized to cover thermal variation only, or does the system provide
protection under maximum loading or discharging conditions?
The 1996 SOLAS amendments, which require all ships to comply at
the first scheduled dry docking after 1st July 1998 but no later than
1st July 2001 require:
• A secondary means of full flow relief of vapour, air or inert
gas mixtures to prevent over or under-pressure in event of
failure of the original venting arrangements;
• Alternatively, pressure sensors may be fitted in each tank
with a monitoring system in the cargo control room or
position;
• Where the arrangements are combined with other cargo
tanks, either stop valves or other acceptable means shall be
provided to isolate each tank. Stop valves shall be fitted with
locking arrangements which shall be under control of the
responsible ship’s officer. There shall be a clear visual
indication of the operational status of the valves.
Comments:
Sub-question
9.8.1 If stop valves are fitted which permit isolation of individual tanks from the
common venting system , are they provided with positive locking
arrangements and are the keys under control of a responsible officer ?
9.9 If the IGS is not functioning, is it the Operator’s Y N NS NA

policy to stop cargo operations until the IG supply
is restored ?
Ref: ISGOTT 10.12 SOLAS II-2 Reg. 62.1
Comments:
Sub-question
9.9.1 Is this clearly understood by the master ?
In the event that the inert gas system is unable to meet operational
requirements of this regulation and it has been assessed that it is
impracticable to effect a repair, then the cargo discharge, deballasting and
necessary tank cleaning shall only be resumed when the emergency conditions
laid down in the IMO Guidelines on Inert Gas Systems are complied with.
(SOLAS II-2 62). In brief these guidelines state that :
1. in the case of the carriage of crude oil, it is essential that the tanks
are maintained in an inerted condition because of the danger of
pyrophoric iron sulphide ignition (see ISGOTT Chapter 23). The
discharge should be stopped either until the insrt gas supply is
restored on board, or an external supply of inert gas can be connected
2. In the case of the carriege of products, if it is considered totally
3
impracticable to effect repair of the inert gas system, cargo discharge
may only be resumed if an external supply of inert gas is connected,
or the following precautions are taken :
• That approved devices, or flame screens, to prevent the passage
of flame into cargo tanks are fitted and checked to ensure that
they are in satisfactory condition;
• The valves on the mast riser are opened;
• No free fall of water or slops is permitted; and
• No dipping, ullaging, sampling or other equipment should be
introduced into the tank until a period of five hours since injection
of inert gas ceased. If essential for safety of the operation, this
should be done only after 30 minutes have elapsed, and all metal
components should be securely earthed.
9.10 Is COW being carried out on this occasion? Y N NS NA

Ref: MARPOL Annex I 13B IMO COW I 6.1
Comments:
9.11 Is there an approved COW Operations and Y N NS NA

Equipment Manual on board ?
Ref: MARPOL Annex I 13B (5)
Comments:
9.12 If the vessel is operating COW, is it in accordance Y N NS NA

with MARPOL and has an IMO checklist been
completed ?
Ref: IMO COW III 10
Comments:
Sub-question
9.12.1 Is the person in charge of COW operations experienced in COW ?
Where a person such as the master, the chief officer or the cargo control
officer asumes overall charge of a crude oil wash he shall :
(a) Have at least one year’s experience on oil tankers where his duties have
included the discharge of cargo and associated crude oil washing. Where his
duties have not included crude oil washing operations, he shall have
completed a training programme in crude oil washing in accordance with Res.
A446 (XI);
(b) Have participated at least twice in crude oil wash programmes one of
which shall be in the particular ship for which he is required to undertake the
responsibility of cargo discharge. Alternatively, this latter participation may be
acceptable if undertaken on a ship that is similar in all relevant aspects; and
(c) Be fully knowledgeable of the contents of the Operations and Equipment
Manual. However, for new ships, for ships changing for the first time to the
carriage of crude oil, for ships new to a particular owner, or for ships which
are changing regstry in which it may not be possible to aquire the particular
experience, the Administration may accept as an alternative :
i) a person such as a shore based senior officer appointed by the company
(additional to the ship’s complement) who is experiencedin the operation of
crude oil washingand is present to advise the ship’s personnel; or
4
ii) a senior member of the crew such as the master, chief officer or cargo
control officer who has participated in at least 4 crude oil washing operations
and is on board the ship;
provided that an Operations and Equipment Manual, in a language redily
understood by the ship’s officers, is available on the ship
9.12.2 Was the COW system pressure tested prior to use ?
9.12.3 Have oxigen readings of the tanks to be crude oil washed been checked by
portable meter and found to be within maximum permissible limits ?
9.12.4 Has a COW plan been prepared and is it being followed ?
9.12.5 Are COW line pressure gauges working ?
9.12.6 Is the tank cleaning heater effectively isolated from the COW line ?
9.12.7 Are any hydrant-type connections on the COW lines, if fitted, blanked ?
9.12.8 Are records maintained of COW operations ?
A record should be being maintained of all COW operations, including the
tanks washed, the number of machines used, the time washing started and
was completed, the washing pattern employed, the washing line pressure and
the method employed to ensure the tanks were dry.
(Oil Record Book Part II)

5
189
9. INERT GAS AND CRUDE OIL

WASHING SYSTEMS
9.1 Is the vessel fitted with an inert gas system (IGS) ?

SOLAS II Reg.60

Cargo Tank Protection
1. For tankers of 20,000 tonnes deadweighr and upwards the protection of the cargo tanks deck areas and cargo tanks
shall be achieved by a fixed deck foam system and a fixed inert gas system in accordance with the requirements of
regulations 61 and 62 , except that, in lieu of the above installation, the Administration, after having given consideration to
the ship’s arrangement and equipment, may accept other combinations of fixed installations if they afford protection
equivalent to the above, in accordance with regulation 1/5.
2. To be considered equivalent, the system proposed in lieu of the deck foam system shall:
.1 be capable of extinguishing soill fires and also preclude ignition of spilled oil not yet ignited; and
.2 be capable of combating fires in ruptured tanks.
3. To be considered equivalent, the system proposed in lieu of the fixed inert gas system shall:
.1 be capable of preventing dangerous accumulation of explosive mixtures in intact cargo tanks during normal
service throughout the ballast voyage and necessary in-tank operations; and
.2 be so designed as to minimise the risk of ignition from the generation of static electricity by the system itself.
4. Tankers of 20,000 tonnes deadweight and upwards constructed before 1 September 1984 which are engaged in the
trade of carrying crude oil shall be fitte with an inert gas system, complying with the requirements of paragraph 1, no later
than:
.1 for a tanker of 70,000 tonnes deadweight and upwards 1 September 1984 or the date of delivery of the ship,
whichever occurs later; and
.2 for a tanker of less than 70,000 tonnes deadweight 1 May 1985 or the date of delivery of the ship, whichever
occurs later except that for tankers of less than 40,000 tonnes deadweight not fitted with tank washing machines
having an individual throughput of greater than 60m3/h the Administration may exempt such tankers from the
requirements of this paragraph, if it would be unreasonable and impracticable to apply these requirements, taking
into account the ship’s design characteristics.
4. Tankers of 40,000 tonnes deadweight and upwards constructed before 1 September 1984 which are engaged in the
trade of carrying oil other than crude oil and any such tanker of 20,000 tonnes deadweight and upwards engaged in
the trade
190
of carrying oil other than crude oil fitted with tank washing machines having an individual throughput of greater than
60 m3/h shall be fitted with an inert gas system, complying with the requirements of paragraph 1, not later than:
.1 for a tanker of 70,000 tonnes deadweight and upwards 1 September 1984 or the date of delivery of the ship,
whichever occurs later; and
.2 for a tanker of less than 70,000 tonnes deadweight 1May 1995 or the date of delivery of the ship, whichever
occurs later.
6. All tankers operating with a cargo tank cleaning procedure using crude oil washing shall be fitted with an inert gas
system complying with the requirements of Regulation 62 and with fixed tank washing machines.
7. All tankers fitted with a fixed inert gas system shall be provided with a closed ullage system
8. Tankers of less than 20,000 tonnes deadweight shall be provided with a deck foam system complying with the
requirements of Regulation 61.
9.4 Is the IGS including instrumentation, alarms, trips and

pressure and oxygen recorders fully operational?
SOLAS II-2 Reg. 62

Inert gas systems
(Paragraphs 19.1 and 19.2 of this regulation apply to ships constructed on or after 1 February 1992.)
1. The inert gas system referred to in regulation 60 shall be designed, constructed and tested to the satisfaction of the
Administration. It shall be so designed and operated as to render and maintain the atmosphere of the cargo tanks non-
flammable at all times, except when such tanks are required to be gas-free.
In the event that the inert gas system is unable to meet the operatinal requirement set out above and it has been
assessed that it it impracticable to effect repair, then cargo discharge, deballasting and necessary tank cleaning shall only be
resumed when the emergency conditions laid down in the Guidelines on Inert Gas Systems are complied with.
2. The system shall be capable of:
.1 inerting empty cargo tanks by reducing the oxygen content of the atmosphere in each tank to a level at which
combustion cannot be supported;
.2 maintaining the atmosphere in any part of any cargo tank with an oxygen content not exceeding 8% by volume
and at a positive pressure at all times in port and at sea except when necessary for such a tank to be gas-free;
.3 eliminating the need for air to enter a tank during normal operations except when it is necessary for such tank to
be gas-free;
.4 purging empty cargo tanks of hydrocarbon gas, so that subsequent gas freeing operations will at no time create a
flammable atmosphere within the tank.
3.1 The system shall be capable of delivering inert gas to the cargo tanks at a rate of at least 125% of the maximum rate
of discharge capacity of the sup expressed as a volume.
3.2 The system shall be capable of delivering inert gas with an oxygen content of not more than 5% by volume in the
inert gas supply main to the cargo tanks at any required rate of flow.
191
4. The inert gas supply may be treated flue gas from main or auxiliary boilers. The Administration may accept systems
using flue gases from one or more separate gas generators or other sources or any combination thereof, provided that an
equivalent standard of safety is achieved. Such systems should, as far as practicable, comply with the requirements of this
regulation. Systems using stored carbon dioxide shall not be permitted unless the Administration is satisfied that the risk of
ignition from generation of static electricity by the system itself is minimised.
5. Flue gas isolating valves shall be fitted in the inert gas supply mains between the boiler uptakes and the flue gas
scrubber. These valves shall be provided with indicators to show wether they are open or shut, and precautions shall be
taken to maintain them gastight and keep the seatings clear of soot. Arrangements shall be made to ensure that the boiler
soot blowers cannot be operated when the corresponding flue gas valve is open.
6.1 Filters or equivalent devices shall be fitted to minimise the amount of water carried over to the inert gas blowers.
6.2 The scrubber shall be located aft of all cargo tanks, cargo pumprooms and cofferdams separating these spaces from
7.1 At least two blowers shall be fitted which together shall be capable of delivering to the cargo tanks at least the
volume of gas required by paragraph 3. In the system with gas generator, the Administration may permit only one blower if
that system is capable of delivering the total volume of gas required by paragraph 3 to the protected cargo tanks, provided
that sufficient spares for the blower and its prime mover are carried on board to enable any failure of the blower and its
prime mover to be rectified by ship’s crew.
7.2 Two fuel oil pumps shall be fitted to the inert gas generator. The Administration may permit only one fuel oil pump
on condition that sufficient spares for the fuel oil pump and its prime mover are carried on board to enable any failure of the
fuel oil pump and its prime mover to be rectified by ship’s crew.
7.3 The inert gas system shall be so designed that the maximum pressure which it can exert on any cargo take will not
exceed the test pressure of any cargo tank. Suitable shutoff arrangements shall be provided on the suction and discharge
connections of each blower. Arrangements shall be provided to enable the functioning of the inert gas plant to be stabilised
before commencing cargo discharge. If the blowers are to be used for gas-freeing, their air inlets shall be provided with
blanking arrangements.
7.4 The blowers shall be located aft of all cargo tanks, cargo pumprooms and cofferdams separating these spaces from
8.1 Special consideration shall be given to the design and location of scrubber and blowers with relevant piping and
fittings in order to prevent flue gas leakages into enclosed spaces.
8.2 To permit safe maintenance, an additional water seal or other effective means of preventing flue gas leakage shall
be fitted between the flue gas isolating valves and scrubber or incorporated in the gas entry to the scrubber.
9.1 A gas regulating valve shall be fitted in the inert gas supply main. This valve shall be automatically controlled to
close as required in paragraphs 19.3 and 19.4. It shall also be capable of automatically regulating the flow of inert gas to the
cargo tanks unless means are provided to automatically control the speed of the inert gas blowers required in paragraph 7.
9.2 The valve referred to in paragraph 9.1 shall be located at the forward bulkhead of the forwardmost gas-safe space
through which the inert gas supply main passes.
10.1 At least two non-return devices, one of which shall be a water seal, shall be fitted in the inert gas supply main, in
order to prevent the return of hydrocarbon vapour to the machinery space uptakes or to any gas-safe spaces under all normal
conditions of trim, list and motion of the ship. They shall be located between the automatic valve required by paragraph 9.1
and the aftermost connection to any cargo tank or cargo pipeline.
10.2 The devices referred to in paragraph 10.1 shall be located in the cargo areas on deck.
192
10.3 The water seal referred to in paragraph 10.1 shall be located in the cargo area on deck.
10.4 The arrangement of the seal and its associated fittings shall be such that it will prevent backflow of hydrocarbon
vapours and will ensure the proper functioning of the seal under operating conditions.
10.5 Provisions shall be made to ensure that the water seal is protected agaist freezing, in such a way that the integrity of
seal is not impaired by overheating.
10.6 A water loop or other approved arrangement shall be also fitted to each associated water supply and drain pipe and
each venting or pressure-sensing pipe leading to gas-free spaces. Means shall be provided to prevent such loops from being
emptied by vacuum.
10.7 The deck water seal and loop arrangements shall be capable of preventing return of hydrocarbon vapours at a
pressure equal to the test pressure of the cargo tanks.
10.8 The second device shall be a non-return valve or equivalent capable of preventing the return of vapours or liquids
and fitted forward of the deck water seal required in paragraph 10.1. It shall be provided with positive means of closure. As
an alternative to positive means of closure, an additional valve having such means of closure may be provided forward of
the non-return valve to isolate the deck water seal from the inert gas main to the cargo tanks.
10.9 As an additional safeguard against the possible leakage of hydrocarbon liquids or vapours back from the deck main,
means shall be provided to permit this section of the line between the valve having positive means of closure referred to in
paragraph 9 to be vented in a safe manner when the first of these valves is closed.
11.1 The inert gas may be divided into two or more branches forward of the non-return devices required by paragraph 10
11.2.1 The inert gas supply main shall be fitted with branch piping leading to each cargo tank. Branch piping for inert gas
shall be fitted with either stop valves or equivalent means of control for isolating each tank. Where stop valves are fitted,
they shall be provided with locking arrangements, which shall be under control of a responsible ship’s officer.
11.2.2 In combination carriers, the arrangement to isolate the slop tanks containing oil or oil residues from other tanks
shall consist of blank flanges which will remain in position at all times when cargoes other than oil are being carried except
as provided for in the relevant section of the Guidelines on Inert Gas Systems.
11.3 Means shall be provided to protect cargo tanks against the effect of overpressure or vacuum caused by thermal
variations when the cargo tanks are isolated from the inert gas mains.
11.4 Suitable arrangements shall be provided to enable the inert gas main to be connected to an external supply of inert
gas .
12. The arrangements for the venting of all vapours displaced from the cargo tanks during the loading and ballasting
shall comply with Regulation 59.1 and shall consist of either one or more maste risers, or a number of high-velocity vvents.
The inert gas supply main may be used for such venting.
13. The arrangements for inerting, purging or gas-freeing of empty tanks as required in paragraph 2 shall be to the
satisfaction of the Administration and shall be such that the accumulation of hydrocarbon vapours in pockets formed by the
internal structural members in a tank is minimised and that:
.1 on individual cargo tanks the gas outlet pipe , if fitted, shall be positioned as far as practicable from the inert
gas/air inlet and in accordance with Regulation 59.1. The inlet of such outlet pipes may be located either at
deck level or not more than 1 m above the bottom of the tank
.2 the cross-sectional area of such gas outlet pipe referred to in paragraph 13.1 shall be such that an exit velocity
of at least 20 m/s can be maintained when any three tanks are being simultaneously supplied with inert gas.
Their outlets shall extend not less than 2 m above deck level;
193
.3 each gas outlet referred to in paragraph 13.2 shall be fitted with suitable blanking arrangements;
.4.1 if a connection is fitted between the inert gas supply mains and the cargo piping system, arrangements shall be
made to ensure an effective isolation having regard to the large pressure difference which may exist between
the systems. This shall consist of two shutoff valves with an arrangement to vent the space between the valves
in a safe manner or an arrangement consisting of a spool-piece with associated blanks;
.4.2 the valve separating the inert gas supply main from the cargo main and which is on the cargo main side shall
be a non-return valve with a positive means of closure.
14.1 One or more pressure/vacuum-breaking devices shall be provided to prevent the cargo tanks from being subject to:
.1 a positive pressure in excess of the test pressure of the cargo tank if the cargo were to be loaded at the
maximum rated capacity and all other outlets are left shut; and
.2 a negative pressure in excess of 700 mm water gaugeif cargo were to be discharged at the maximum rated
capacity of the cargo pumps and the inert gas blowers were to fail.
Such devices shall be installed on the inert gas main unless they are installed in the venting system required by Regulation
59.1.1 or on individual cargo tanks.
14.2 The location and design of the devices referred to in paragraph 14.1 shall be in accordance with Regulation 59.1
15. Means shall be provided for continuouslyindicating the temperature of the inert gas at the discharge side of the gas
blowers, whenever the gas blowers are operating.
16.1 Instrumentation shall be fitted for continuously indicating and permanently recording, when the inert gas is being
supplied:
.1 the pressure of the inert gas supply mains forward of the nonreturn devices required by paragraph 10.1 and
.2 in the machinery control room or in the machinery space to indicate the oxygen content referred to in
paragraph 3.2
16.2 The devices referred to in paragraph 16.1 shall be placed in the cargo control room where provided. But where no
cargo control room is provided, they shall be placed in a position easily accessible to the officer in charge of cargo
operations.
16.3 In addition, meters shall be fitted:
.1 in the navigating bridge to indicate at all times the pressure referred to in the slop tanks of combination
carriers, whenever those tanks are siolated from the iner gas main; and
.2 in the machinery control room or in the machinery space to indicate the oxygen referred to in paragraph 16.1.2
17 Portable instruments for measuring oxygen and flammable vapour concentration shall be provided. In addition,
suitable arrangement shall be made on each cargo tank such that the condition of the tank atmosphere can be determined
using these portable instruments.
18. Suitable means shall be provided for the zero and span calibration of both fixed and portable gas concentration
measurements, referred to in paragraphs 16 and 17.
19. For inert gas systems of both the flue, gas type and the inert gas generator type, audible and visual alarms shall be
provided to indicate:
.1 low pressure or low water flow rate to the flue gas scrubber as referred to in paragraph 6.1;
.2 high water level in the flue gas scrubber as referred to in paragraph 6.1;
.3 high gas temperature sa referred to in paragraph 15;

194
.4 failure of the inert gas blowers referred to in paragraph 7;
.5 oxygen content in excess of 8% by volume as referred to in paragraph 16.1.2
.6 failure or the power supply to the automatic control system for the gas regulating valve and to the indicating
devices as referred to in paragraphs 9 and 16.1;
.7 low water level in the water seal as referred to in paragraph 10.1;
.8 gas pressure less than 100 mm water gauge as referred to in paragraph 16.1.1. The alarm arrangements shall
be such as to ensure that the pressure in slop tanks in combination carriers can be monitored at all times; ans
.9 high gas pressure as referred to in paragraph 16.1.1.
19.2 For inert gas systems of the inert gas generator type, additional audible and visual alarms shall be provided to
indicate:
.1 insufficient fuel oil supply;
.2 failure of the power supply to the generator;
.3 failure of the power supply to the automatic control system for the generator.
19.3 Automatic shutdown of the inert gas blowers and gas regulating valve shall be arranged on predetermined limits
being reached in respect of paragraph 19.1.1, 19.1.2 and 19.1.3.
19.4 Automatic shutdown of the gas regulating valve shall be arranged in respect of paragraph 19.1.4.
19.5 In respect of paragraph 19.1.5 when the oxygen content of the inert gas exceeds 8% by volume, immediate action
shall be taken to improve the gas quality. Unless the gas quality improves, all cargo tank operations shall be suspended so as
to avoid air being drawn into the tanks and the isolation valve referred to in paragraph 10.8 shall be closed.
19.6 The alarms required in paragraphs 19.1.5, 19.1.6 and 19.1.8 shall be fitted in the machinery space and cargo control
room, where provided, but in each case in such a position that they can be immediately received by responsible members of
the crew.
19.7 In respect of paragraph 19.1.7 the Administration shall be satisfied as to the maintenance of an adequate reserve of
water at all times and the integrity of the arrangements to permit the automatic formation of the water seal when the gas
flow ceases. The audible and visual alarm on low level of water in the water seal shall operate when the inert gas is not
being supplied.
19.8 An audible alarm system independent of that required in paragraph 19.1.8 or automatic shutdown of cargo pumps
shall be provided to operate on predetermined limits of low pressure in the inert gas main being reached.
20. An audible alarm system independent of that required in paragraph 19.1.8 or automatic system shall at least comply
with the requirements of Regulation 62 Chapter II-2 of the International Convention for the Safety of Life at Sea, 1974. In
addition they shall comply with the requirements of this regulation, except that:
.1 inert gas systems fitted on board such tankers before 1 June 1981 need not comply with the following
paragraphs: 3.2, 6.3, 7.4, 8, 9.2, 10.2, 10.7, 10.9, 11.3, 11.4, 12, 13.1, 13.2, 13.4.2, 14.2 and 19.8;
.2 inert gas systems fitted on board such tankers on or after 1 June 1981 need not comply with the following
paragraphs: 3.2, 6.3, 7.4, 12, 13.1, 13.2 and 14.2.
21. Detailed instruction manuals shall be provided on board, covering the operations, safety and maintenance
requirements and occupational health hazards relevant to the inert gas system and its application to the cargo tank
system. The manuals shall include guidance on procedures to be followed in the event of a fault or failure of the
inert gas system.
195
OCIMF information papers :
Dry type deck water seals and Semi-dry type deck water seals.
Refer to documents.
9.5 Is the IGS being operated in a safe and appropriate manner ?

SOLAS II-2 Reg. 62.21
See 9.4
9.7 Does the I.G. non-return valve appear to be working ?

See 9.4
9.8 If tanks can be individually isolated from the I.G. main , are
means provided to protect against over or under pressurization ?
SOLAS II-2 Regs. 59.1 & 62..11.2.1
Refer to documents
9.9 If the IGS is not functioning, is it the Operator’s policy to stop

cargo operations until the IG supply is restored ?
ISGOTT 10.12; SOLAS II-2 Reg. 62.1
ISGOTT 10.12 INERT GAS SYSTEM FAILURE
10.12.1 General
The SOLAS conventionrequires each ship fitted with an inert gas system to have a manual containing guidance on the
operation, safety and maintenance requirements, and the occupational health hazards relevant to the installed system. The
manual must include guidance on procedures to be followed in the event of a fault or failure of the inert gas system.
10.12.2 Crude OilTankers

Inerted cargo tanks should not be allowed to become flammable because of the danger of ingition from pyrophoric deposits.
In the event of a failure of the inert gas system prior to or during discharge of cargo or ballast, immediate actions should be
taken to prevent any air from being drawn into the tanks. All operations should be stopped and the deck isolating valve
closed.
196
Discharge or tank cleaning should not commence or continue until the operation of the inert gas system has been restored or
an alternative source of inert gas provided.
10.12.3 Product Carriers

If , on an inerted product carrier which has not carried a cargo of crude oil since the tanks were previously washed, it is
considered totally impractical to repair the inert gas system, discharge should not be resumed until the agreement of all
interested partie has been obtained and only then provided the precautions detailed in Section 7.10 and 10.6.7 are taken.
If it becomes essential to clean tanks while an inert gas system is inoperative, the manual referred to in Section 10.12.1
above must be consulted.
SOLAS II-2 Regulation 62.1

Inert gas systems
1. The inert gas system referred to in regulation 60 shall be designed, constructed and tested to the satisfaction of the
Administration. It shall be so designed and operated as to render and maintain the atmosphere of the cargo tanks non-
flammable at all times, except when such tanks are required to be gas free.
9.10 Is COW being carried out on this occasion ?

MARPOL 73/78 Annex I 13B; IMO COW I 6.1
MARPOL 73/78 13B
Requirements for Crude Oil Washing
(1) Every crude oil washing system required to be provided in accordance with Regulation 13(6) and (8) of this Annex
shall comply with the requirements of this regulation.
(2) The crude oil washing installation and associated equipment and arrangements shall comply with the requirements
established by the Administration. Such requirements shall contain at least all the provisions of the Specifications for the
Design, Operation and Control of Crude Oil Washing Systems adopted by thye International Conference on Tanker Safety
and Pollution Prevention, 1978, in Resolution 15 and as may be revised by the Organisation.
(3) An inert gas system shall be provided in every cargo tank and slop tank in accordance with the appropriate
regulations of chapter II-2 of the International Convention for the Safety of Life ar Sea, 1974, as modified and adde to by
the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 and as may be further
amended
(4) With respect to the ballasting of cargo tanks, sufficient cargo tanks shall be crude oil washed prior to each ballast
voyage in order that, taking into account the tanker’s trading pattern and expected weather conditions, ballast water is put
only into cargo tanks which have been crude oil washed.
(5) Every oil tanker operating with crude oil washing system shall be provided with an Operations and Equipment
Manual detailing the system and equipment and specifying operational procedures. Such a manual shall be to the
satisfaction of the Administration and shall contain all the information set out in the specifications referred to in paragraph
(2) of this regulation. If an alteration affecting the crude oil washing system is made, the Operations and Equipment Manual
shall be revised accordingly.
IMO COW 1.6.1
6.1 TANKS TO BE CRUDE OIL WASHED
6.1.1 Before departure on a ballast voyage:
(a) Approximately one quarter of the cargo tanks shall be crude oil washed for sludge control purposes on a rotational
basis and in accordancewith the procedures specified in the Operations and Equipment Manual. However, for these
purposes, no tank neeed to be crude oil washed more than once in every four months; and
197
(b) If it is considered that additional ballast in a cargo tank or tanks may be required during the ballast voyage under
the conditions and provisions specified in Regulation 13(3) of Annex I of MARPOL 73/78, the tanks or tanks which may be
used for this ballast shall be crude oil washed in accordance with the procedures specified in the Operations and Equipment
Manual.
6.1.2 Ballast water shall not be put into cargo tanks that have not been crude oil washed. Water that is put into a tank
which has been crude oil washed but not water rinsed , shall be regarded as dirty ballast.
6.1.3 Crude oil washing shall not be conducted between the final discharge and loading port; that is to say, no crude oil
washing shall be undertaken during the ballast voyage.
9.11 Is there an approved COW Operations and Equipment

Manual on board ?
MARPOL 73/78 Annex I 13B(5)
MARPOL 73/78 Annex I 13B(5)

Requirements for crude oil washing
(5) Every oil tanker operating with crude oil washing system shall be provided with an Operations and Equipment
Manual detailing the system and equipment and specifying operational procedures. Such a manual shall be to the satisfaction
of the Administration and shall contain al the information set out in the specifications referred to in paragraph (2) of this
regulation. If ana alteration affecting the crude oil washing system is made, the Operations and Equipment Manual shall be
revised accordingly.
9.12 If the vessel is operating COW, is it in accordance with

MARPOL and has IMO checklist been completed ?
IMO COW III 10
IMO COW III 10:
Crude Oil Washing Checklists
This section contains operational checklists for the use of the crew at each discharge which shall include the checking and
calibration of all instruments.
PRE-ARRIVAL CHECKS AT DISCHARGE PORT
1. Has terminal been notified ?

2. Is oxygen analysing equipment tested and working satisfactorily?
3. Is tanks washing pipeline system isolated from water heater and engine room?
4. Are all hydrant valves on tank washing line blanked?
5. Are all valves to fixed tank washing machine shut?
6. Have tank cleaning lines been pressurised and leakages made good?
7. Have portable drive units for fixed tank washing machines been tested?
8. Have pressure gauges on top discharge line, manifold and tank cleaning main been checked?
9. Has the stripping system monitoring equipment been checked?
10. Has the communication system been checked and tested?
11. Has the organisational plan been drawn up and posted with duties and responsibilities defined?
12. Have the discharge/crude oil wash operations plans been drawn up and posted?
13. In cases where the terminal has a standard radio checklist, has this been completed and transmitted?
CHECKLIST FOR USE BEFORE, DURING AND AFTER CRUDE OIL WASH OPERATION
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A Before Crude Oil Wash Operation

1. Are all pre-arrival chackes and conditions in order?
2. Has discharge/crude oil wash operation been discussed with both ship and shore staff and is agreed plan readily
available for easy reference?
3. Has communication link between deck/control station and control station/shore been set up and is it working
properly?
4. Have crude oil wash abort condition and procedures been discussed and agreed by both ship and shore staff?
5. Have fixed and portable oxygen analysers been checked and are they working properly?
6. Is inert gas system working properly and is the oxygen content of inert gas being delivered below 5 percent by
volume?
7. Is oxygen content of tank(s) to be crude oil washed below 8 percent by volume?
8. Has a responsible person been assigned to check all deck lines for leaks as soon as washing starts?
9. Are the fixed machines set for the required washing method and are portable drive units, if fitted, mounted and set?
10. Have valves and lines both in pumproom and on deck been checked?
B During Crude Oil Wash Operation

11. Is quality of inert gas being delivered frequently checked and recorded?
12. Are all deck lines and machines being frequently checked for leaks?
13. Is crude oil washing in progress in designated cargo tanks only?
14. Is the pressure in the tank wash line as specified in this Manual?
15. Are cycle times of tank washing machines as specified in this Manual?
16. Are the washing machines in operation, together with their drive units if applicable, frequently checked and are
they working properly?
17. Is a responsible person continously stationed on deck?
18. Will trim be satisfactory when bottom washing is in progress as specified int this Manual?
19. Will recommended tank draining method be followed?
20. Have ullage gauge floats been raised and housed in tanks being crude oil washed?
21. Is level in holding tank for tank washing frequently checked to prevent any possibility of an overflow?
C After Crude Oil Operation

22. Are all valves between discharge line and tank line closed?
23. Has tank wash line been drained of crude oil?
24. Are all valves to washing machines closed
25. Are cargo pumps, tanks and pipelines properly drained as specified in this Manual?
Chapter 10. Mooring
The OCIMF publications ‘Effective Mooring’ and ‘Mooring Equipment Guide lines’ provide information on all
aspects of mooring operatiopns. Review the mooring arrangements and verify compliance with the
procedures contained therein. Common causes of accidents are an inadequate understanding of good
mooring practices, unattended mooring lines, a mixture of wire and non wire moorings, unbalanced mooring
equipment, insufficient knowledge of local conditions, inattention to weather and tidal conditions and
passing traffic.
10.1 Do mooring practices comply with industry Y N NS NA

recommendations for the size of the vessel ?
Ref: OCIMF Mooring Equipment Guidelines, OCIMF Effective
Mooring. ISGOTT 3.5
Responsibility for the adequate mooring of a tanker rests with
the master. Breastlines provide the bulk of transverse restraint,
backsprings the longitudinal. Headlines and sternlines
contribute less to the mooring strength than is commonly
supposed. Two or more lines leading in the same direction
should always be of the same material (except where a
synthetic first line ashore is used which does not contribute to
the final mooring pattern), and as far as possible of the same
length.
Comments:
Sub-questions
10.1.1 Are moorings regularly tended ?
10.1.2 If the mooring tails are fitted to wires, do they have proper connecting links ?
Connecting links are usually either Tonsberg or Manfal shackles. Tonsberg
have a straight pin, and the tail should be connected to it; Mandal has a
curved roller and the wire should be connected to it.
10.1.3 Are all mooring lines stowed neatly to minimise tripping hazards ?
10.1.4 Are all mooring lines turned up correctly ?
10.1.5 Are all mooring lines secured to bitts and not to drum ends ?
10.1.6 Are all powered mooring lines secured on brakes, and are the winches out of
gear ?
10.1.7 Where fitted, do all mooring wire tails meet OCIMF guidelines ?
If mooring wire tails are used they should be of material with high breaking
strength such as braided or plaited (not three strands construction) nylon.
The size of rope selected should be capable of easy handling, while at the
same time being of sufficient quality to ensure that the tail has a dry breaking
strength at least 25% greater than the associated wire..
Dry nylon rope is slightly stronger than polyester, but wet nylon loses
strength much faster under cyclic loading than polyester, and for this reason
nylon tails should have at least 37% more strength than the associated wire
to allow for the reduction in wet strength. (MEG 6.2.7 and 6.3.1.2)
10.1.8 Are all powered mooring lines correctly reeled on drums ?
Mooring lines should be reeled so that the pull is against the fixed pin of the
brake strap rather than the floating end. Reducing in the contrary direction
can seriously reduce the brake holding capacity. (ISGOTT 3.5.5)
10.1.9 On split drum winches, are all the lines made fast with no more than one
layer on each tension drum ?
1
10.1.10 If the vessel is equipped for mooring at single point moorings, is all
equipment fitted to OCIMF recommendations ?
Ships likely to trade to SPM’s should be equipped with bow chain stoppers
designed to accept 76mm chafe chain:
• Up to 150,000 tdw 1 stopper 200 tonnes swl
• 150 to 300,000 tdw 2 stoppers 200 tonnes swl
• over 350,000 tdw 2 stoppers 250 tonnes swl
Stoppers should be located between 2.7 and 3.7 metres inboard from the
bow fairlead, and due consideration should be given to the correct alignment
of stoppers relative to the direct lead between bow fairlead and pedestal lead
or the drum end of the winch. A bow fairlead should measure at least 600 by
450 mm, and be placed on the center line . Two fairleads are recommended
for ships over 150,000 tdw, which should be spaced 2 meters cntre to centre
apart, but in no case more than 3 meters. (MEG Appendix A)
10.1.11 If the vessel is equipped for mooring at single point moorings, can the pick-
up hawser be led to a winch drum rather than the drum end ?
This should be interpreted that a direct pull can be achieved on the
continuation of the lead line between the bow fairlead and the bow stopper,
either directly onto a winch drum, or round a pedestal fairlead and onto a
drum. If a pedestal fairlead is utilised, it should be located not less than 4.5
metres aft of the aft side of the bow stopper. If a winch storage drum is used
to stow the pick-up rope, it should be of sufficient size to accommodate 150
metres of 80 mm rope. (MEG Appendix A)
10.2 Is all mooring equipment in a satisfactory Y N NS NA

condition ?
Ref: ISGOTT 3.5
Check the condition of all the mooring equipment (e.g. winches,
winch brakes, fairleads, rollers, mooring lines etc.).
Comments:
Sub-questions
10.2.1 Are mooring wires, ropes, and synthetic tails in a satisfactory condition ?
Splicing of ropes is acceptable, but reduces the strength of the rope by about
10%. The splices should have a minimum of 5 tucks.
10.2.2 Are fairleads, rollers, bitts and chocks in a satisfactory condition ?
10.2.3 Are deadmen and roller fairleads well greased and free to turn with no
significant grooving ?
10.2.4 Is there a policy in place for the testing of winch brakes ?
Mooring winch brake design capacity: the percentage of the minimum
breaking load (MBL) of a new mooring rope or wire it carries, at which the
winch brake is designed to render. Winch brakes will normally de designed to
hold 80% of the line’s MBL, and usually set in service for 60% of the line’s
MBL, although some are designed to slip at less than this. Winch brakes
should be tested at intervals not exceeding 12 months. A record, both of
regular maintenance and inspections and tests, should be kept on the vessel.
(ISGOTT 3.5.5)
It is very importantthat where self storing winches are fitted, the crew are
aware of the need to monitor the brake capacity, to ensure that mooring
winches will render before which is used parts.
10.2.5 Are the results of testing of winch brakes recorded ?
10.2.6 Do brake linings, drums and pins appear to be in satisfactory condition ?
Defective brake gear is often evident, particularly on older vessels. Check the
condition of cheek plates for wastage and distortion, the hinge pins and their
retaining devices, and the condition of the brake drum below the lining
2
10.2.7 If fitted, are steam chests and the brackets connecting them to the winches
in a satisfactory condition and free of temporary repairs ?
10.2.8 If winches in a gas hazardous area are electrically powered, are motors Ex ‘d’
rated and in a satisfactory condition ?
Most mooring winches will be outside gas hazardous areas and therefore will
not require an ‘Ex’ rating, but if not, then they will need to be rated Ex’d’ or
possibly Ex ‘e’ . An Ex ‘d’ rating means that the equipment can withstand an
internal explosion without igniting the outside atmosphere. Ex ‘e’ is an
increased safety rating.
10.2.9 If winches are electrically powered, are insulation tests caried out and the
results recorded ?
Records should be available of the testing of the insulation resistance, from
the phases to earth, of motors, including winch, cargo and booster pump,
and vent fans, where fitted. Thermistors, where fitted, should be removed
before insulation tests are carried out. Falling insulation resistance indicates
deterioration. The resistance should be above 1 MΩ
10.2.10 If one or more bow stoppers are fitted, is certificate on board attesting to
safe working load ?
10.2.11 Are mooring winch foundations in a satisfactory condition ?
10.2.12 Are Emergency Towing Arrangements (ETA) readily available for deployment
forward and aft, and is information posted on the bridge ?
The aft ETA should be pre-rigged and capable of being deployed in a
controlled manner in harbour conditions by one person within 15 minutes.
The forward ETA should be capable of being deployed in harbour condition in
no more than one hour. It is unlikely that a length of chain could be retrieved
within the time limit if it is stored in the foc’s’le space. ETA’s should be clearly
marked to facilitate safe and effective use even in darkness and poor
visibility. Once the system has been deployed the watertight integrity of the
adjacent spaces should be maintained.
10.3 Are anchors, cables and securing arrangements in Y N NS NA

a satisfactory condition ?
Comments:
Sub-questions
10.3.1 Except while alongside when locking bars should be in plece, were the anchors
cleared and ready for immediate use during port entry ?
10.3.2 Are the anchor chain stoppers in a satisfactory condition and effective ?
The condition of the chain stoppers should be checked to ascertain that they
can fulfil their function of locking the chain when the vessel is at anchor to
prevent the brake having to take the full load of the cable.
10.3.3 Are bitter end securing arrangements unobstructed and outside the chain
locker ?
10.3.4 Are the chain locker doors securely battened down ?

3
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10. MOORING
10.1 Do mooring practices comply with industry

recommendations for the size of the vessel ?
OCIMF Mooring Equpimant guidelines; OCIMF Effective Mooring: ISGOTT 3.5
OCIMF Mooring Equipment Guidelines and OCIMF Effective Mooring
Refer to documents
ISGOTT 3.5 MOORING AT JETTY BERTHS
3.5.1 Personnel Dafety

Mooring and unmooring operations including tug line handling are dangerous operations. It is important that everybody
concerned realises this and takes appropriate precautions to prevent accidents..
3.5.2 Security of Moorings

Any excessive movement, or the breaking adrift from the berth, of a tanker owing to inadequate moorings could cause severe
damage to the jetty installations and to the vessel. For all tankers above 16,000 tonnes deadweight intended for general world
wide trading, the mooring restrainr available on board the ship as permanent equipment should satisfy the following
conditions:
60 Knot wind from any direction simultaneously with either:

3 knots current from directly ahead or astern (0 deg or 180 deg), or
2 knots current at 10 deg or 170 deg, or
0.75 knots current from the direction of maximum beam current loading.
The aboce criteria are intended to cover conditions that could be easily be encountered on worldwide trade, but they cannot
possibly cater for the most extreme combination of environmental conditions at every terminal. At exposed terminals, or
those where for some reason the criteria are likely to be exceeded, the ship’s mooring restraint should be supplemented with
appropriate shore based equipment.
Although responsibility for the adequate mooring of a tanker rests with the master, the terminal has an interest in ensuring
that all vessels are securely and safely moored. Cargo hoses or arms should not be connected until both terminal
representative and the master are satisfied that the ship is safely moored.
For further information on ship and terminal mooring arrangements and procedures, reference should be made to the OCIMF
publication “Mooring Equipment Guidelines”
3.5.3 Type and Quality of Mooring Lines
The mooring lines used to secure the tanker should preferably be all of the same materials and construction. Wire ropes are
recommended for large tankers as they limit the tanker’s movement at the berth. Moorings composed entirely of high
200
elasticity are not recommended as they can allow excessive movement from strong wind or current forces, or from suction
caused by passing ships. Within a given mooring pattern, ropes of different elasticity should never be used together in the
same direction .
It should be realised that mooring conditions and regulations may differ from port to port.
Where dynamic (shock) loading on mooring can be caused by swell conditions or the close passing of ships, fibre tails on the
end of the mooring wires can provide sufficient elasticity to prevent failure of wires and other components of the mooring
system. Such tails, whose length should not exceed one third of the distance between the ship’s fairlead and the shore
mooring bollard, may be provided by the tanker or the terminal.
Because fibre tails deteriorate more rapidly than wires they should be at least 25% stronger than the wires to which they are
attache. They should be inspected frequently, particularly in way of their connection to the wire, and replaced at regular
intervals.
3.5.4 Tension Winches

Self tensioning winches fitted with automatic rendering and hauling capacity should not be used in the automatic mode while
the vessel is moored because they may not hold it in position at berth.
3.5.5 Self Stowing Mooring Winches

Because their size and weight make manual handling difficult, mooring wires used by tankers are normally stored on self
stowing mooring winches which may be either single drum or, more usually, split drum.
A number of features of these winches need to be clearly understood by ship’s personnel in order to avoid vessel breaking
adrift from berths as the result of slipping winch brakes.
The holding power of the brake depends on several factors, the first being its designed holding capacity. This may either
have been specified by the shipowner or be the standard design of the winch manufacturer. Some winches have breaks
which are designed to slip or render under loads which are less than 60% of the breaking load of the mooring line they
handle. Every ship’s officer should be aware of the designed brake holding capacity of the self stowing mooring winches
installed on his vessel.
In addition, deterioration of the brake holding capacity will be caused by wear down of the brake linings or blocks, and it
Should therefore be tested at regular intervals (not exceeding twelve months). A record, both of regular maintenance and of
these inspections and tests, should be kept on the vessel. If the deterioration is significant, particularly if the initial design
holding capacity was low in relation to the breaking load of the mooring, the linings or blocks must be renewed. Some of the
newer self stowing mooring winches are fitted with disc brakes which are less affected by wear.
Kits are available for testing winch brake holding capacity which can be placed on board for use by the crew.
There are also a number of operational procedures which can seriously reduce the holding capacity of winch brakes if they
are not correctly carried out. These are:
• The number of layers of wire on the drum.
The holding capacity of a winch brake is in inverse proportion to the number of layers of the mooirng wire or rope on the
Drum. The designated holding capacity is usually calculated with reference to the first layer and there is a reduction in the
holding capacity for each additional layer. This ca be substantial – as much as an 11% reduction for the second layer.
If the rated brake holding capacity of a aplit drum which is not to be reduced only one layer should be permitted on the
working drum.
• The direction of reeling on the winch drum
On both undivided and split drum winches, the holding power of the brake is decreased substantially if the mooring line is
reeled on the winch drum in the wrong direction. Before arrival at berth, it is important that the mooring line is reeled so that
its pull will be against the fixed end of the brake strap rather than the pinned end. Reeling in the contrary direction can
seriously reduce the brake holding capacity, in some cases by as much as 50%. The correct reeling direction to assist the
brake should be permanently marked on the drum to avoid misunderstanding.
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Winches fitted with disc brakes are not subject to this limitation.
• The condition of the brake linings and drum
Oil, moisture or heavy rust on the brake linings or drum can seriously reduce the brake holding capacity. Moisture may be
removed by the winch with the brake applied lightly but care must be taken not to cause excessive wear. Oil impregnation
cannot be removed so linings should in that case, be renewed.
• The application of the brake
Brakes must be adequately tightened to achieve the designed holding capacity. The use of hydraulic brake applicators or a
torque wrench showing the degree of torque applied is desirable. If brakes are applied manually they should be checked for
tightness.
ISGOTT 3.5.6 Shore moorings
At some terminals shore moorings are used to supplement the tanker’s moorings. If the adjustable end are on board the
tanker these moorings should be tended by the tanker’s personnel in conjunction with its own moorings. If shore based wires
with winches are provided agreement should be reached over the responsibility for tending. If shore based pulleys are
provided the tanker should tend the mooring since both ends of the line are on board
10.2 Is all mooring equipment in a satisfactory condition ?

ISGOTT 3.5
See 10.1
Chapter 11. Communications and Electronics
11.1 Does the communication equipment and its Y N NS NA

operation meet minimum requirements ?
Ref: SOLAS IV Part C Regs. 6-17
The minimum requirements for radio equipment should be
taken from the Radio Certificate and it’s attached Form R. .
Comments:
Sub-questions
11.1.1 Are Lists of Radio Signals the latest edition and corrected up to date ?
11.1.2 Is the emergency radio battery log up to date ?
11.1.3 Are operating instructions for the DSC and satellite communications
equipment, as fitted, clearly displayed ?
11.1.4 Are radio emergency batteries in a satisfactory condition and fully charged ?
11.1.5 Is the vessel equipped with intrinsically safe portable radios for use on deck ?
11.1.6 Are EPIRBs correctly fitted, inspected and tested weekly, and armed ?
11.2 Where required, are the main transmitting aerial Y N NS NA

earthed ??
Ref: ISGOTT 2.7; 4.11.2
The aerial of GMDSS radio equipment might be automatically earthed
when the equipment is switched off, or earthing might be facilitated
by a software command, or it might not be possible to provide
earthing. Ascertain that the officers know what the situation is on
board their vessel.
Comments:
11.3 Is the Radio Log being maintained correctly ? Y N NS NA

Ref: STCW: A-VIII/2 part 3-3; 87-89 and B-VIII/2: 10, 12,
14, 17 and 33. SOLAS: Chapter IV.17.
The following should be being recorded :
• A summary of distress, urgency and safety communications;
• Important incidents relating to the radio service;
• Where appropriate, the position of the ship at least once per
day;
• A summary of the condition of the radio equipment,
including its sources of energy;
• Personnel assigned responsibility for sending a distress alert
instructed to operate properly all radio equipment an the
ship;
• Necessary instruction and information on the useof the radio
equipment to relevant crew members;
• Pre-sailing checks to ensure that all equipment is in an
efficient working condition;
• The result of the testing of DSC distress and safety radio
equipment by means of a test call at least once a week;
• The results of the testing of the distress and safety radio
1
equipment by means of a test at least once each day but
without radiating any signal;
• The on-load and off-load daily test of the batteries;
• The results of the weekly hydrometer or load test of the
batteries;
• The result of the monthly security check of each battery and
it’s connections
(STCW A-VIII/2 part 3-3, 87 to 89, and B-VIII/2, 10, 12, 14, 17 and
33. SOLAS IV 17)
Comments:
11.3 Is there a satisfactory maintenance programme Y N NS NA

for radio and electronic equipment in place ?
Ref: SOLAS Ch.IV Reg.15
On ships engaged on voyages in sea areas A1 and A2, the radio
availability shall be ensured by using such methods as:
• Duplication of equipment, or
• Shore based maintenance (the requirement on GMDSS
vessels to have shore based maintenance does not infer
there should necessarily be a contract, but that maintenance
should be carried out annualy by a shore-based i.e. ‘expert’
organisation), or
• At-sea electronic maintenance capability,
• Or a combination of these as may be approved by the
Administration. On ships engaged on voyages in sea areas
A3 and A4, the radio availability shall be ensured by using a
combination of at least two of the methods detailed above.
(SOLAS IV 15.6 and 7)
Comments:

2
202
11. COMMUNICATIONS AND

ELECTRONICS
11.1 Does the communications equipment and its operation meet

minimum requirements ?
SOLAS IV Part C Regs. 6-17
Regulation 6
Radio Installation
1. Every ship shall be provided with radio installations capable of complying with the fucntional requirements
prescribed by regulation 4 throughout its intended voyage and , unless exempted under regulation 3, complying with the
requirements of regulation 7 and, as appropriate for the sea area or areas throughout which it will pass during its intended
voyage, the requirements of either regulation 8, 9, 10 or 11.
2. Every radio station shall :
.1 be so located that no harmful interference of mechanical, electrical or other origin effects its proper use, and
so as to ensure electromagnetic compatibility and avoidance of harmful interaction with other equipment or
systems;
.2 be so located as to ensure the greatest possible degree of safety and operational availability;
.3 be protected against harmful effects of water, extremes of temperature and other adverse environmental
conditions;
.4 be provided with reliable, permanently arranged electrical lighting, independent of the main and emergency
sources of electrical power, for the adequate illumination of the radio controls for operating the radio
installation; and
.5 be clearly marked with the call sign, the ship station identity and other codes as applicable for the use of the
radio installation
3. Control of the VHF radiotelphone channels, required for navigational safety, shall be immediately available on the
navigating bridge convenint for the conning position and, where necessary, facilities should be available to permit radio
communication from the wings of the navigating bridge. Poeratble VHF equipment may be used to meet the latter provision.
Regulation 7
Radio equipment; General
1. Every ship shall be provided with:
.1 A VHF radio installation capable of transmitting and receiving;

.1.1 DSC on the frequency 156.525 MHz(channel 70). It shall be possible to initiate the transmission of distress
alerts on channel 70 from the position from which the ship is normally navigated,* and
203
.1.2 radiotelephony on the frequencies 156.300 MHz (channel 6), 156.650 MHz (channel 13) and 156.800 MHz
(channel 16)
.2 a radio installation capable of maintaining a continuous DSC watch on channel 70 which may be separate
from or combined with, that required by sub paragraph 1.1;*
.3 a radar transponder capable of operating in the 9 Ghz band, which:
.3.1 shall be so stowed that it can easily be utilised, and
.3.2 may be one of those required by regulation III/6.2.2 for a survival craft;
.4 a receiver capable of receiving international NAVTEX service broadcast if the ship if the ship is engaged on
any area in which an international NAVTEX service is provided
.5 a radio facility for reception of maritime safety information by the INMARSAT enhanced group calling
system** if the ship is engaged in voyeges in any area of INMARSAT coverage but in which an international
NAVTEX system is not provided. However ships engaged exclusively on voyages in any areas where an HF
direct printing telegraphy maritime safety information service is provided and fitted with equipment capable
of receiving such service may be exempt from this requirement.***
.6 subject to the provision of regulation 8.3, a satellite emergency position-indicating radio beacon (satellite
EPIRB)* which shall be:
.6.1 capable of transmitting a distress alert either through the polar orbiting satellite service operating in the 406
Mhz band or, if the ship is engaged only on voyages within INMARSAT coverage, through the INMARSAT
geostationary satellite service operating in the 1.6 GHz band.****
.6.2 installed in an easily accessible position;
.6.3 ready to be manually released and capable of being carried by one person into a survival craft;
.6.4 capable of floating free if the ship sinks and of being automatically activated when afloat; and
.6.5 capable of being activated manually
2. Until 1 February, 1999 or until such other date as may be determined by the Maritime Safety Committee, every ship
shall, in addition, be fitted with a radio installation consisting of a radio distress frequency watch receiver capable of
operating on 2,182. KHz*****
3. Until 1 February, 1999 every ship shall, unless the ship is engaged on voyages in sea area A1 only, be fitted with a
device for generating the radiotelephone alarm signal on the frequency 2,182 KHz******
4. The Administration may exempt ships constructed on or after 1 February 1997 from the requirements of paragraphs 2
and 3.
* Certain ships may be exempted from this requirement (see resolution 9.4)
** Refer to resolution A.701(17) concerning carriage of INMARSAT enhanced group call SafetyNET receivers under the
GMDSS, adopted by the Organization.
*** Refer to Recommendation on promulgation of maritime safety information, adopted by the Organization by Resolution
A.705(17)
**** Refer to resolution A.616(15) concerning search and rescue homing capability, adopted by the Organization
***** Subject to the availability of appropriate receiving and processing ground facilities fro each ocean region covered by
INMARSAT satellites.
****** Refer to resolution A.421(XI) concerning operational standards for radiotelephone alarm signal generators, adopted
by the organization.
Regulation 8
Radio equipment: Sea area A1
1. In addition to meeting the requirements of regulation 7, every ship engaged on voyages exclusively in sea area A1
shall be provided with a radio installation capable of initiating the transmission of ship-to-shore distress alerts from
the postion from which the ship normally navigated, operating either:
.1 on VHF using DSC; this requirement may be fulfilled by the EPIRB prescribed by paragraph 3, either by
installing the EPIRB close to, or by remote activation from, the position from which the ship is normally
navigated; or
.2 through the polar orbiting satellite service on 406 MHz; this requirement may be fulfilled by the satellite
EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation
from, the position from which the ship is normally navigated; or
204
.3 if the ship is engaged on voyeges within coverage of MF coast station equipped with DSC, on MF using DSC
or
.4 on HF using DSC; or
.5 through the INMARSAT geostationary satellite service; this requirement may be fulfilled by:
.5.1 an INMARSAT ship earth station;* or
.5.2 the satellite EPIRB, required by regulation 7.1.1, either by installing the satellite EPIRB close to, or by remote
activation from, the position from which the ship is normally navigated.
2. The VHF radio installation required by regulation 7.1.1 shall also be capable of transmitting and receiving general
radiocommunication using radio telephony.
3. Ships engaged on voyages exclusively in sea area A1 may carry in lieu of the satellite EPIRB required by regulation
7.1.6, and EPIRB which shall be :
.1 capable of transmitting a distress alert using DSC on VHF channel 70 and providing for locating by means of
a radar transponder operating in the 9 Ghz band;
.2 installed in an easily accessible position;
.3 ready to be manually released and capable of being carried by one person into a survival craft;
.4 capable of floating free if the ship sinks and being automatically activated when afloat; and
.5 capable of being activated manually.
* This requirement can be met by INMARSAT ship earth stations capable of two way communications, such as Standard-A
(resolution A.698(17)) or Standard-C (resolution A.663(16)) ship earth stations. Unless otherwise specified, this footnote
applies to all requirements for an INMARSAT ship earth station prescribed in this chapter.
Regulation 9
Radio equipment: Sea areas A1 and A2
1. In addition to meeting the requirements of regulation 7, every ship engaged on voyages beyon sea area A1 , but
Remaining within sea area A2, shall be provided with :
.1 an MF radio installation capable of transmitting and receiving, for distress and safety purposes, on the frequencies:
.1.1 2,187.5 Khz using DSC; and

.1.2 2,152 Khz using radiotelephony;
.2 a radio installation capable of maintaining a continuous DSC watch on the frequency 2,187.5 which may be
separate from, or combined with, that required by sub-paragraph .1.1; and
.3 means of initiating the transmission of ship-to-shore distress alerts by a radio service other than MF operating
either:
.3.1 through the polar orbiting satellite service on 406 MHz; this requirement may be fulfilled by the satellite
EPIRB required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation
from, the position from which the ship is normally navigated; or
.3.2 on HF using DSC; or
.3.3 through the INMARSAT geostationary staellite service; this requirement may be fulfilled by:
.3.3.1 the equipment specified in paragraph 3.2; or

.3.3.2 the satellite EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote
activation from, the position from which the ship is normally navigated.
2. It shall be possible to initiate transmission of distress alerts by the radio installations specified in paragraphs 1.1 and
1.3 from the position from which the ship is normally navigated
3. The ship shall, in addition, be capable of transmitting and receiving general communications using radiotelephony
or direct printing telegraphy either:
205
.1 a radio installation operating on working frequencies in the bands between 1,605 KHz and 4,000 KHz or between
4,000 KHz and 27,500 KHz. This requirements may be fulfilled by the addition of this capability in the equipment
required by paragraph 1.1; or
.2 an INMARSAT ship earth station
4. The Administration may exempt ships construct before 1 February, 1997, which are engaged exclusively on voyages
within sea area A2, from the requirements of regulations 7.1.1.1 and 7.1.2 provided such ships maintain, when practicable, a
continuous listening watch on VHF channel 16. This watch shall be kept at the position from which the ship ir normally
navigated.
Regulation 10
Radio equipment: sea area A1, A2 and A3
1. In addition to meeting the requirements of regulation 7, every ship engaged on voyages beyond sea areas A1 and A2,
but remaining within sea area A3, shall, if it does not comply with the requirements of paragraph 2, be provided with:
.1 an INMARSAT ship earth station capable of:

.1.1 transmitting and receiving distress and safety communications using direct printing telegraphy;
.1.2 transmitting and receiving distress priority calls;
.1.3 maintaining watch for shore-to-ship distress alerts, including those directed to specifically defined geographical
areas;
.1.4 transmitting and receiving general radiocommunications, using either radiotelephony or direct printing
telegraphy; and
.2 an MF radio installation capable of transmitting and receiving, for distress and safety purposes, on the
frequencies:
.2.1 2,187.5 KHz using DSC; and
.2.2 2,182 KHz using radiotelephony; and
.3 a radio installation capable of maintaining a continuous DSC watch on the frequency 2,1987.5 KHz which may
be separate from or combined with that required by sub-paragraph .2.1; and
.4 means of initiating the transmission of ship-to-shore distress alerts by a radio service operating either:
.4.1 through the polar orbiting satellite service on 406 MHz; this requirement may be fulfilled by the satellite EPIRB
required by regulation7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the
position from which the ship is normally navigated; or
.4.2 on HF using DSC; or
.4.3 through the INMARSAT geostationary satellite service, by an additional ship earth station or by the satellite
EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation
from the position from which the ship is normally navigated; ;
2. In addition to meeting the requirements of regulation 7, everu ship engaged on voyages beyon sea areas A1 and A2,
but remaining in sea area A3, shall, if it does not comply with the requirements of paragraph 1 , be provided with:
.1 an MF/HF radio installation capable of transmitting and receiving, for distress and safety purposes, on all
distress and safety frequencies in the bands between 1,605 KHz and 4,000 KHz and between 4,000 KHz and
27,500 KHz;
.1.1 using DSC;

.1.2 using radiotelephony; and
.2 equipment capable of maintaining a DSC watch on 2,187.5 KHz, 8,414.5 KHz and on at least one of the distress
and safety DSC frequencies 4,207.5 KHz, 6,312 KHz , 12,577 KHz or 16,804.5 KHz; at any time, it shall be
possible to select any of these DSC distress frequencies. This equipment may be separate from, or combined
with the equipment required by subparagraph .1; and
.3 means of initiating the transmission of ship-to-shore distress alerts by a radiocommunication service other than
HF operating either:
.3.1 through the polar orbiting satellite service on 406 MHz; this requirement may be fulfilled by the satellite EPIRB
required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote activation from, the
position from which the ship is normally navigated; or
.3.2 through the INMARSAT geostationary staellite service; this requirement may be fulfilled by :
206
.3.2.1 an INMARSAT earth station; or

.3.2.2 the satellite EPIRB, required by regulation 7.1.6, either by installing the satellite EPIRB close to, or by remote
activation from, the position from which the ship is normally navigated; and
.4 in addition, ships shall be capable of transmitting and receiving general radiocommunications using radio-
telephony or direct printing telegraphy by an MF/HF radio installation operating on working frequencies in the
bands between 1,605 KHz and 4,000 KHz and between 4,000 KHz and 27,500 KHz. This requirement may be
fulfilled by the addition of this capability in the equipment required by subparagraph .1
3. It shall be possible to initiate transmission of distress alerts by the radio installations specified in subparagraph 1.1,
1.2, 1.4, 2.1 and 2.3 from the position from which the ship is normally navigated.
4. The Administration may exempt ships constructed before 1 February 1997, and engaged exclusively on voyages
within sea area A2 and A3, from the requirements of regulations 7.1.1.1 and 7.1.2 provided such ships maintain, when
practicable, a continuous listening watch on VHF channel 16. This watch shall be kept at the position from which the ship is
normally navigated.
Regulation 11
Radio equipment: Sea areas A1, A2, A3 and A4
1. In addition to meeting the requirements of regulation 7, ships engaged on voyages in all sea areas shall be provided
with the radio installations and equipment required by regulation 10.2, except that the equipment required by regulation
10.2.3.2 shall not be accepted as an alternative to that required by regulation 10.2.3.1, which shall always be provided. In
addition, ships engaged on voyages in all sea areas shall comply with the requirements of regulation 10.3.
2. The Administration may accept ships constructed before 1 February 1997, and engaged exclusively on voyages
within sea areas A2, A3 and A4, from the requirements of regulations 7.1.1.1 and 7.1.2 provided such ships maintain, when
practicable, a continuous listening watch on VHF channel 6. This watch shall be kept at the position from which the ship is
normally navigated.
SOLAS (86) IV Regulation 11(a)

Radiotelegraph alarms
NB This regulation applies to vessels not fitted with EPIRBs
(a) Any radiotelegraph auto alarm installed after 26 May 1965 shall comply with the following minimum requirements
(i) In the absence of interference of any kind it shall be capable of being actuated, without manual adjustment, by any
radiotelegraph alarm signal transmitted on the radiotelegraph distress frequency by any coast station, ship’s emergency or
survival craft transmitter operating in accordance with the Radio Regulations provided that the strength of the signal at the
receiver input is greater than 100 micro volts and less than 1 volt.
(ii) In the absence of interference of any kind, it shall be actuated by either three or four consecutive dashes when the
dashes vary in length from 3.5 to as near 6 seconds as possible and the spaces vary in legth between 1.5 seconds and the
lowest practicable value, preferably not greater than 10 miliseconds.
(iii) It shall not be actuated by atmospherics or by any signal other than the radiotelegraph alarm signal, provided that the
received signal do not constitute a signal falling within the tolerance limits indicated in subparagraph (ii) above.
(iv) The selectivity of the radiotelegraph auto alarm shall be such as to provide a practically uniform sensivity over a band
extending not less than 4 Khz and not more than 8 KHz on each side of the radiotelegraph distress frequency and to provide
outside this band a telegraph distress frequency and to provide outside this band a sensitivity which decreases as rapidly as
possible in conformity with the best engineering practice.
(v) If practicable, the radiotelegraph auto alarm shall, in the presence of atmospheric or interfering signals, automatically
adjust itself so that within a reasonably short time it approaches the condition in which it can most readily distinguish the
radiotelegraph signal.
(vi) When actuated by a radiotelegraph alarm signal, or in the event of failure to the apparatus, the radioptelegraph auto
alarm shall cause a continuous audible warning to be given in the radiotelegraph operating room, in the radio officer’s
207
sleeping accommodation and on the bridge. If practicable, warning shall also be given in tha case of failure of any part of the
whole alarm-receiving system. Only one switch for stopping the warning shall be provided and the warning shall be
provided and this shall be situated in the radiotelegraph operating room.
(vii) For the purpose of regularly testing the radiotelegraph auto alarm, the apparatus shall include a generator pre-tuned
to the radiotelegraph distress frequency and a keying device by means of which a radiotelegraph alarm signal of the
minimum strength indicated in subparagraph (i) above is produced. A means shall also be provided for attaching headphones
for the purpose of listening to signals received on the radiotelegraph auto alarm.
(viii) The radiotelegraph auto alarm shall be capable of withstanding vibration, humidity and change of temperature,
equivalent to severe conditions expected on board ships at sea, and that continue to operate under suc conditions.
Regulation 12
Watches
1. Every ship while at sea shall maintain a continuous watch:
.1 on VHF DSC channel 70, if the ship, in accordance with the requirements of regulation 7.1.2 is fitted with a
VHF radio installation;
.2 on the distress and safety DSC frequency 2,187.5 KHz, if the ship, in accordance with the requirements of
regulation 9.1.2 or 10.1.3 is fitted with an MF radio installation;
.3 on the distress and safety DSC frequencies 2,187.5 KHz and 8,414.5 KHz and also on at least one of the distress
and safety frequencies 4,207.5 KHz, 6,312 KHz, 12,577 KHz or 16,804.5 KHz appropriate to the time of day
and the geographical position of the ship, if the ship, in accordance with the requirements of regulation 10.2.2 or
11.1 is fitted with an MF/HF radio installation. This watch shall be kept by means of a scanning receiver;
.4 for satellite shore to ship distress alerts, if the ship, in accordance with the requirements of regulation 10.1.1, is
fitted with an INMARSAT ship earth station.
2. Every ship, while at sea, shall maintain a radio watch for broadcasts of maritime safety information on the appropriate
frequency or frequencies on which such information is broadcast for the areas in which the ship is navigating..
3. Until 1 February 1996 or until such other date as may be determined by the Maritim Safety Committee, every ship
while at sea shall maintain, when practicable, a continuous listening watch on VHF channel 16. This watch shall be kept at
the position from which the ship is normally navigated.
4. Until 1 February 1996 or until such other date as may be determined by the Maritime Safety Committee, every ship
required to carry a radiotelephone watch receiver shall maintain, while at sea, a continuous watch on the radiotelephone
distress frequency 2,182 KHz. This watch shall be kept at the position from which the ship is normally navigated
Regulation 13
Source of energy
1. There shall be available at all times, while the ship is at sea, a supply of electrical energy sufficient to operate the
radio installations and to charge any batteries used as part of a reserve source or sources of energy for the radio installations.
2. A reserve source or sources of energy shall be provided on every ship, to supply installations, for the purpose of
conducting distress and safety radio communications, in the event of failure of the ship’s main and emergency sources
ofelectrical power. The reserve source of energy shall: be capable of simultaneously operating the VHF radio installation
required by regulation 7.1.1 and, as appropriate for the sea area, or sea areas for which the ship is equipped, either the MF
radio installation required by regulation 9.1.1, the MF/HF radio installation required by regulation 10.2.1 or 11.1, or the
INMARSAT ship earth station required by regulation 10.1.1 and any of the additional loads mentioned in paragraphs 4, 6,
and 8 for a period of at least:
.1 1 h, on ships constructed on or after 1 February 1995

.2 1 h, on ships constructed before 1 February 1995, if the emergency source of electrical power complies fully
with all relevant requirements of regulation II-1/42 or 43 including the requirements to supply the radio
installations; and
.3 6 h, on ships constructed before 1 February 1995, if the emergency source of electrical power is not provided or
does not comply fully with all relevant requirements of regulation II-1/42 or 43 including the requirements to
supply the radio installations*
208
The reserve source of energy need not supply independent HF and MF radio installations at the same time.
3. The reserve source of energy shall be independent of the propelling power of the ship and the ship’s electrical
system.
4 Where, in addition to the VHF installation, two or more of the other radio installations, referred to in paragraph 2, can
be connected to the reserve source or sources of energy, they shall be capable of simultaneously supplying, for the period, as
appropriate in paragraph 2.1, 2.2 or 2.3, the VHF radio installation and;
.1 all other radio installations which can be connected to the reserve source or sources of energy at the same time;
or
.2 whichever of the other radio installations will consume the most power, if only one of the other radio
installations can be connected to the reserve source or sources of energy at the same time as the radio
installation.
5.. The reserve source or sources of energy may be used to supply the electrical lighting required by regulation 6.2.4
6. Where a reserve source of energy consists of a rechargeable accumulator battery or batteries:
.1 a means of automatically charging such batteries shall be provided which shall be capable of recharging them to
minimum capacity requirements within 10 h; and
.2 the capacity of the batteries shall be checked, using an appropriate method,** at intervals not exceeding 12
months, when the ship is not at sea.
7. The siting and installation of accumulator batteries which provide a reserve source of energy shall be such as to
ensure:
.1 the highest degree of service;

.2 a reasonable lifetime;
.3 resonable safety;
.4 the battery temperatures remain within the manufacturer’s specifications whether under charge or idle; and
.5 that when fully charged, the batteries will provide at least the minimum required hours of operation under all
weather conditions.
8. If an interrupted input of information from the ship’s navigational or other equipment to a radio installation required
by this chapter is needed to ensure the continuous supply of such information in the event of failure of the ship’s main or
emergency source of electrical power.
________
* For guidance, the following formula is recommended for determining the electrical load to be supplied by the reserve
source of energy for each radio installation required for distress conditions: ½ of the current consumtpion necessary for
transmission + the current consumption necessary for reception + the current consumption for additional loads.
** One method of checking the capacity of an accumulator battery is to fully discharge and recharge the battery, using
normal operating current and period (e.g. 10h). Assessment of the batterycharge condition can be made at any time, but it
should be done without significant discharge of the battery when the ship is at sea.
Regulation 14
Performance standards
1. All equipment to which this chapter applies shall be of a type approved by the Administration. Subject to paragraph 2,
such equipment shall conform to appropriate performance standards not inferior to those adopted by the Organisation*
2. Equipment installed prior to the dates of application prescribed by regulation 1 may be exempted from full compliance
with the appropriate performance standards at the discretion of the Administration, provided that the equipment is compatible
with the performance standards, having due regard to the criteria which the Organisation may adopt in connection with such
standards.
209
Regulation 15
Maintenance requirements
1. Equipment shall be so designed that the main units can be replaced readily, without elaborate recalibration or
readjustment.
2. Where applicable, equipment shall be so constructed and installed that it is ready accessible for inspection an on-
board maintenance purposes.
3. Adequate information shall be provided to enable the equipment to be properly operated and maintained, taking into
account the recommendetions of the Organization.*
4. Adequate tools and spares shall be provided to enable the equipment to be maintained.
5. The Administration shall ensure that radio equipment required by this chapter is maintained to provide availability
of the functional requirements specified in regulation 4 and to meet the recommended performance standards of such
equipment.
6. On ships engaged on voyages in the sea areas A1 and A2, the availability shall be ensured by using such methods as
duplication of equipment, shor based maintenance or at-sea electronic maintenance capability, or a combination of these, as
may be approved by the Administration..
7. On ships engaged on voyages in sea areas A3 and A4, the availability shall be ensured by using a combination of at
least two methods of such duplication of equipment, shore based maintenance or at-sea electronic maintenance capability, as
may be approved by the Administration, taking into account the recommendations of the Organization.**
8. While all reasonable steps shall be taken to maintain the equipment if efficient working order to ensure compliance
with all the functional requirements specified in regulation 4, malfunction of the equipment for providing the general
radiocommunications required by regulation 4.8 shall not be considered as makin a ship unseaworthy or as a reason for
delaying a ship in ports where repair facilities are not readily available, provided the ship is capable of performing all distress
and safety functions.
* Refer to the Recommendation on general requirements for shipborne radio equipment forming part of the global maritime
distress and safety system and for electronic navigational aids, adopted by the Organization by resolution A.694(17)
** refer to resolution A.702(17) concerning radio maintenance guidelines for the global maritime distress and safey system
related to sea areas A3 and A4, adopted by the Organization.
Regulation 16
Radio personnel
Every ship shall carry personnel qualified for distress and safety radio communication purposes to the satisfaction of the
Administration.* The personnel shall be holders of certificates specified in the Radio Regulations as appropriate, any of
whom shall be designated to have primary responsibility for radio communication during distress incidents.
* Refer to resolution A.703(17) concerning training of radio personnel in the global maritime distress and safety system,
adopted by the Organization.
Regulation 17
Radio records
A record shall be kept, to the satisfaction of the Administration and as required by the Radio Regulations, of all incidents
connected with the radio communication service which appears to be of importance to safety of life at sea.
210
11.2 Where required, are the main transmitting aerial earthed ?

ISGOTT 2.7; 4.11.2
2.7 RADIO TRANSMITTING ANTENNAE

During medium and high frequency radio transmission (300 KHz-30MHz), significant energy is radiated which
can, at distances exceeding to 500 metres from the transmitting antennae, induce an electrical potential in unearthed
‘receivers’ (derricks, rigging, mast stays etc.)capable of producing an incendive discharge. Transmissions can also cause
arcing over the surface of the surface antenna insulators when they have a surface coating of salt, dirt or water. It is therefore
recommended that :
• All stays, derricks and fittings should be earthed. Bearings of booms should be treated with a graphite grease to
maintain electrical continuity.
• Transmission should not be permitted during periods when there is likely to be a flammable gas in the region of the
transmitting antennae.
Low energy transmission, such as are used for satellite and VHF communications, do not produce the same sources of
ignition. Further on the use of radio communications when at a petroleum berth are given in Section 4.11.
4.11.2 Radio Equipment
The use of a tanker’s radio equipment during cargo or ballast handling operations is poteltially dangerous (see Cection 2.7).
This does not apply to the use of permanently and correctly installed VHF and UHF equipment, provided the power output is
reduced to one watt or less.
The use of VHF/UHF radio equipment as a meansof communication should be encouraged whenever possible.
When a tanker is at berth, its main transmitting antennae should be earthed.
If it is necessary to operate the ship’s radio in port for servicing purposes, there should be agreement between the tanker and
terminal on the procedures necessary to ensure safety. These procedures may require the issue of a work permit. Among the
precautions that might be agreed are operating at low power, use of a dummy antenna load and confining the transmission to
times when the transmitting antennae do not come within the shore hazardous zone.
11.3 Is the Radio Log being maintained correctly ?

STCW: A-VIII/2 part 3-3: 87-89 and B-VIII/2: 10, 12, 14, 17 and 33. SOLAS IV.17
STCW:
Refer to documents
SOLAS IV Regulation 17
See 11.1
11.4 Is there a satisfactory maintenance programme for radio and

electronic equipment in place ?
SOLAS Ch.IV Reg.15
211
See 11.1
Chapter 12. Engine Room and Steering Gear
12.1 Are all items of main and auxiliary machinery Y N NS NA
reported to be fully oparational ?
The main engine should be ready for immediate use; if disabled
written authority should have been obtained from the terminal. Any
major repairs of overhauls should have a completion schedule, with
spare parts on board or on order.
Boiler controls should not be overriden or by-passed.
Comments:
Sub-questions
12.1.1. Are all air start and instrument air compressors fully operational ?
12.1.2 Are all boilers fully operational ?
12.1.3 Are the boilers in automatic mode ?
12.1.4 Are all main cooling water systems operational and free of leaks ?
12.1.5 Are all othe ressential items of machinery operational, including stand-by
machinery ?
12.2 Is a planned maintenance system being followed ? Y N NS NA

Record in the comments wether the planned maintenance syatem is
computerised or manual, and whether it covers all areas or only
machinery.
Comments:
Sub-questions
12.2.1. Are work planning meetings held ?
12.2.2 Is planned maintenance work up to date ?
12.2.3 Is a comprehensive inventory of spare parts being maintained ?
12.3 Are the hot surfaces free of any evidence of fuel, Y N NS NA

diesel and lub. Oil impingement ?
• Equipment should be protected against oil spray contacting
hot surfaces. Protection includes a double envelope fitted
around HP injection pipes and protection around HP fuel
pumps. In vessels fitted with deep-well pumps driven by
hydraulic pressure packs, pressure in the transmission pipes
can be very high. If the vessel is operating UMS, is a fuel
leak detection alarm fitted ? Exhaust gas lagging should be
in good condition. Fuel oil and gas oil or other oil reservoirs
should be checked against possible spillage to HP steam
pipes. o equipment to relevant crew members;
Comments:
Sub-questions
12.3.1. Is the equipment in the vicinity of the fuel, diesel, high pressure hydraulic
and lubricating oil pipes, protected against spray ?
1
12.4 Are the main switchboard, alternators and other Y N NS NA
electrical equipment protected ?
Risk due to water spray in the event of failure of sea water pipes,
including fire mains and hydrants, should be assessed. Record in the
Comments if the main switchboard is not located in the engine
control room or other protected location.
Comments:
Sub-questions
12.4.1. Are main switchboard and alternators protected against water spray ?
12.4.2 Is deck insulation provided to the front and rear of electrical switchboards,
and is it in a satisfactory condition ?
12.5 Are all electrical generating units capable of Y N NS NA

independently supplying full
load requirements, fully operational ?
Comments:
Sub-questions
12.5.1. Are two generators, (including shaft generators) each with sufficient power to
supply usual electrical current at sea, fitted ?
SOLAS requires at least two generating sets, one being able to supply
sufficient power for the normal operational conditions of propulsion and
safetly regardless of main engine speed and direction.
12.5.2 Is back-up equipment available and are operating instructions adequate ?
12.6 Are emergency arrangements fully operational ? Y N NS NA

The emergency air compressor should be regularly tested to the
starting pressure of the diesel generator. The emergency air
reservoir should be permanently maintained at the required
pressure. If the vessel is steam powered with only one boiler, a
back-up boiler should be fitted and regularly tested.
Comments:
Sub-questions
12.6.1. Are there records of equipment being regularly tested ?
12.6.2 Is emergency generator reserve fuel tank fully charged ?
If applicable, the emergency generator fuel tank should be charged with fuel
designed for use in sub-zero temperatures.
12.6.3 Is the emergency generator tested regularly ?
There should be two independent methods of starting the emergency
generator on ships delivered after 1 July 1986 unless effective manual
starting is available.
12.6.4 Are concise starting instructions for the emergency generator clearly
displayed ?
12.6.5 Are engine room emergency batteries in a satisfactory condition and fully
charged ?
2
The emergency generator or batteries must supply the lighting, and where
necessary the emergency fire pump, with power for up to 18 hours. The
emergency batteries should be discharged through the use of the emergency
lighting until they are completely discharged, on a regular basis
12.7 UMS vessels must have an engineers call alarm Y N NS NA

system. Is it fitted, tested regularly and are the
results being recorded ?
Ref: SOLAS II-1 Reg.51, SOLAS II-2 Reg.14
Comments:
12.8 Are safe engine room practices in place and Y N NS NA

complied with ?
Comments:
Sub-questions
12.8.1. Do engine room machine tools have adequate eye protection measures in
place ?
12.8.2 Are emergency escape routes clearly marked, unobstructed and lit?
12.8.3 Are engine room emergency stops and shut offs clearly marked and regularly
tested with teste records ?
12.8.4 Is engineers alarm in satisfactory condition ?
12.8.5 Are gauge glass closing devices on oil tanks of self closing, fail-safe type and
not inhibited ?
12.8.6 Are self closing devices to double bottom tanks in satisfactory condition and
closed ?
12.8.7 Is bilge high level alarm regularly tested and records maintained ?
12.8.8 Are chief engineer’s standing orders posted and countersigned ?
12.8.9 Are chemicals properly stowed and are Material Safety Data Sheets (MSDS)
available ?
12.9 Does the steering gear and steering compartment Y N NS NA

comply with the latest SOLAS requirements ?
Ref: SOLAS II-1. Reg.29
Comments:
Sub-questions
12.9.1. Has the emergency steering gear been tested within the past three months
and the resluts recorded ?
12.9.2 Are emergency steering gear changeover procedures clearly displayed in SOLAS V Reg.
steering compartmnet and in the wheelhouse ? 19.2(c)
Simple operating instructions with a block diagram showing change-over
procedures for remote control systems and steering gear power units shall be
permanently displayed on the navigation bridge and in the steering gear
compartment.
12.9.3 Are officers familiar with operation of steering gear in the emergency mode ?
3
12.9.4 SOLAS II-1 Reg.
Is the steering gear emergency reserve tank fully charged ?
29.12
12.9.5 Where required, is there a clearly visible compass at the emergency steering SOLAS V Reg.
position in the steering flat ? 12(f)
Ships with emergency steering positions shall at least be provided with a
telephone or other means of communication for relaying heading information
to such positions. In addition, ships of 500 gt and upwards constructed after
1st February 1992 shall be provided with arrangements for supplying visual
compass readings to the emergency steering position
Are communications with the bridge satisfactory ?
29.10
Is the rudder angle indicator clearly visible at the emergency stering position?
29.11
Is access to steering gear unobstructed ?
29.13
12.9.9 Are suitable gratings and handrails fitted in steering gear compartment ? SOLAS II-1 Reg.
The steering gear compartment shall be provided with suitable arrangements 29.13, 19.1
to ensure working access to steering gear machinery and controls. These
arrangements shall include handrails and gratings or other non-slip surfaces
to ensure suitable working conditions in the event of hydraulic fluid leakage.
This regulation applies to all vessels (petroleum, chemical and gas) except
those of less than 10,000 gt built before 1st July 1986
12.9.10 Are means of meeting single failure criteria adequate ? SOLAS II-1 Reg.
The steering gear of every tanker, chemical tanker or gas carrier of 10,000 gt 29.16, 17. 19.20
and upwards shall be so arranged that in the event of loss of steering
capability due to a single failure in any one part of the power actuating
systems, excluding the tiller, quadrant or components serving the same
purpose, or seizure of the rudder actuators, steering capability shall be
regained in not more than 45 seconds
12.9.11 Are electric motors in steering gear compartment protected against water
spray ?
12.9.12 Is the steering gear compartment free of spilt oil ?
12.9.13 Are arrangements for the disposal of oily steering flat bilge water adequate ?
12.10 Is the engine room, steering compartment and Y N NS NA

machinery clean and free from obvious leaks ?
Comments:
Sub-questions
12.10.1 Is the engine room seawater pipework in a satisfactory condition and free of
hard rust and temporary repairs, particularly outboard of the ship-side valves?
12.10.2 Are engine room spaces clean and in satisfactory condition overall ?
12.10.3 Are bilges free of oil ?
12.10.4 Are purifier rooms free of significant fuel and lub oil handling areas ventilated
and clean ?
12.10.5 Are diesel angines free of significant fuel and lub oil leaks which might
present a fire hazard ?

4
212
12. ENGINE ROOM AND STEERING

GEAR
12.6 Are emergency arrangements fully operational ?

12.6.3 Is the emergency generator tested regularly?
SOLAS II-1/44
SOLAS II-1/44
Refer to document
12.7 UMS vessels must have an engineers call alarm

system. Is it fitted, tested regularly and are the results being
recorded ?
SOLAS II-Reg. 51. SOLAS II-2 Reg.14

Alarm system
1. An alarm system shall be provided indicating any fault requiring attention and shall:
.1 be capable of sounding and audible alarm in the main machinery control room or at the propulsion machinery
control position, and indicate visually each separate alarm function at a suitable position;
.2 have a connection to the engineers’ public rooms and to each of the engineers’ cabins through a selector switch,
to ensure connection to at least one of those cabins. Administrations may permit equivalent arrangements;
.3 activate an audible and visual alarm on the navigating bridge for any situation which requires action by or
attention of the officer of the watch;
.4 as far as practicable be designed on the fail-to-safety principle; and
.5 activate the engineers’ alarm required by regulation 38 if an alarm function has not received attention locally
within a limited time.
2.1 The alarm system shall be continuously powered and shall have an automatic change-over to a stand-by power supply
in case of loss of normal power supply.
2.2 Failure of the normal power supply of the alarm system shall be indicated by an alarm.
213
3.1 The alarm system shall be able to indicate at the same time more than one fault and the acceptance of any alarm shall
not inhibit another alarm.
3.2 Acceptance at the position referred to in paragraph 1 of any alarm condition shall be indicated at the position where
it was shown. Alarms shall be maintained until they are accepted and the visual indications of individual alarms shall remain
until the fault has been corrected, when the alarm system shall automatically reste to the normal operating condition.

Fixed fire detection and fire alarm systems for periodically unattended machinery spaces
1. A fixed fire detection and fire alarm system of an approved type in accordance with the relevant provisions of
regulation 13 shall be installed in perioadically unattended machinery spaces.
2. This fire detection system shall be so designed and the detectors so positioned as to detect rapidly the onset of fire in
any part of those spaces and under normal conditions of operation of the machinery and variations of ventilation as required
by the possible range of ambient temperatures. Except in spaces of restricted height and where there use is specially
appropriate, detection systems using only thermal detectors shall not be permitted. The detection system shall initiate
auddible and visual alarms distinct in both respects from the alarms of any other system not indicating fire, in sufficient
places to ensure that the alarms are heard and observed on the navigating bridge and by a responsible engineer officer. When
the navigating bridge is unmanned the alarm shall sound in a place where a responsible member of crew is on duty.
3. After installation the system shall be tested under varying conditions of engine operation and ventilation.
12.9 Does the steering gear and steering compartment comply

with the latest SOLAS requirements ?
SOLAS II-1 Reg. 29
Regulation 29
Steering gear
1. Unless expressly provided otherwise, every ship shall be provided with a main steering gear and an auxiliary steering
gear to the satisfaction of the Administration. The main steering gear and the auxiliary steering gear shall be so arranged that
the failure of one of them will not render the other one inoperative.
2.1 All the steerin gear components and the rudder stock shall be of sound and reliable construction to the satisfaction of
the Administration. Special consideration shall be given to the suitability of any essential component which is not
duplicated. Any such essential component shall, where appropriate, utilise antifriction bearings such as ball-bearings, roller-
bearings or sleeve bearings which shall be permanently lubricated or provided with lubricating fittings.
2.2 The design pressure for calculations to determine the scantlings of piping and other steering gear components
subjected to internal hydraulic pressure shall be at least 1.25 times the maximum working pressure to be expected under tha
operational conditions specified in paragraph 3.2, taking into account any pressure which may exist in the low-pressure side
of the system. At the discretion of the Administration, fatigue criteria shall be applied for the design of piping and
components, taking into account pulsating pressures due to dynamic loads.
2.3 Relief valves shall be fitted to any part of the hydraulic system which can be isolated and in which pressure can be
generated from the power source or from external forces. The setting of the relief valves shall not exceed the design
pressure.
3. The main steering gear and rudder stock shall be:
.1 of adequate strength and capable of steering the ship at maximum ahead service speed which shall be
demonstrated;
214
.2 capable of putting the rudder over from 350 on the other side to 350 on the other side with the ship at its deepest
seagoing draught and running ahead at maximum ahead service speed and under the same conditions, from 350
on either side to 350 on the other side in not more than 28 seconds;
.3 operated by power where necessary to meet the requirements of paragraph 3.2 and in any case when the
Administration requires a rudder stock over 120 mm diameter in way of the tiller, excluding strengthening for
navigating in ice; and
.4 so designed that they will not be damaged at maximum astern speed; however, this design requirement need
not be proved by trials at maximum astern speed and maximum rudder angle.
4. The auxiliary steering gear shall be:
.1 of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into
action in an emergency;
.2 capable of putting the rudder over from o150 on one side to 150on the other side in not more than 60 s with the
ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7
knots whichever is the greater; and
.3 operated by power where necessary to meet the requirements of paragraph 4.2 and in any case when the
Administration requires a rudder stock of over 230 mm diameter in way of the tiller, excluding strengthening
for navigation in ice.
5. Main and auxiliary steering gear power units shall be:
.1 arranged to restart automatically when power is restored after a power failure; and
.2 capable of being brought into operation from a position on the navigating bridge. In the event of a power failure
to any one of the steering gear power units, an audible and visual alarm shall be given on the navigating bridge.
6.1 Where the main steering gear comprises two more identical power units, an auxiliary steering gear need not be fitted,
provided that :
.1 in a passenger ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while
anyone of the power units is out of operation;
.2 in a cargo ship, the main steering gear is capable of operating the rudder as required by paragraph 3.2 while
operating with all power units;
.3 the main steering gear is so arranged that after a single failure in its piping system or in one of the power units
the defect can be isolated so that steering capability can be maintained or speedily regained.
6.2 The Administration may, until 1 September 1986, accept the fitting of a steering gear which has a proven record of
reliability but does not comply with the requirements of paragraph 6.1.3 for a hydraulic system.
6.3 Steering gears, other than of the hydraulic type, shall achieve standards equivalent to the requirements of this
paragraph to the satisfaction of the Administration.
7. Steering gear control shall be provided:
.1 for the main steering gear, both on the navigating bridge and in the steering gear compartment;
.2 where the main steering gear is arranged in accordance with the paragraph 6, by two independent control
systems, both operable from the navigating bridge. This does not require duplication of the steering wheel or
steering lever. Where the contro; system consists of a hydraulic telemotor, a second independent system need
not be fitted, except in a tanker, chemical tanker or gas carrier of 10,000 tonnes gross tonnage and upwards;
.3 for the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be operable
from the navigating bridge and shall be independent of the control system for the main steering gear.
8. Any main and auxiliary steering gear control system operable from the navigating bridge shall comply with the
following:
.1 if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point
within the steering gear compartment, or directly from switchboard busbars supplying that steering gear power
circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit;
.2 means shall be provided in the steering gear compartment for disconnecting any control system operable from
the navigating bridge from the steering gear it serves;
215
.3 the system shall be capable of being brought into operation from a position on the navigating bridge;
.4 in the event of a failure of electrical power supply to the control system, an audible and visual alarm shall be
given on the navigating bridge; and
.5 shor circuit protection only shall be provided for steering gear control supply circuits.
9. The electrical power circuits and the steering gear control systems with their associated components, cables and pipes
requires by this regulation and by regulation30 shall be separated as far as is practicable throughout their length.
10. A means of communication shall be provided between the navigating bridge and the steering gear compartment.
11. The angular position of the rudder shall:
.1 if the main steering gear is power-operated, be indicated on the navigating birdge. The rudder angle indication
shall be independent of the steering gear control system;
.2 be recognisable in the steering gear control sytem;
12. Hydraulic power-operated steering gear shall be provided with the following:
.1 arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of
the hydraulic system;
.2 a low level alarm for each hydraulic fluid reservoir to give the earliest practicable indication of hydraulic fluid
leakage. Audible and visual alarms shall be given on the navigating bridge and in the machinery space where
they can be readily observed; and
.3 a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the
reservoir, where the main steering gear is required to be power-operated . The storage tank shall be permanently
connected by piping in such a manner that the hydraulic systems can be readily recharged from a position within
the steering gear compartment and shall be provided with a contents gauge.
13. The steering gear compartments shall be:
.1 readily accessible and, as far as practicable, separated from machinery spaces; and
.2 provided with suitablearrangements to ensure working access to steering gear machinery and controls. Thses
arrangements shall include handrails and gratings or other nonslip surfaces to ensure suitable working conditions
in the event of hydraulic fluid leakage.
14. When the rudder stock is required to be over 230 mm diameter in way of the tiller, excluding strengthening for
navigation in ice, an alternative power supply, sufficient at least to supply the steering gear power unit which complies with
the requirements of paragraph 4.2 and also its associated control system and the rudder angle indicator, shall be provided
automatically, within 45 seconds, either from the emergency source of electrical power or from an independent source of
power located in the steeering gear compartment. This independent source of power shall be used only for this purpose. In
every ship of 10,000 tonnes gross tonnage and upwards, the alternative power supply shall have a capacity for at least 30 in
of continuous operation and in any other ship for at least 10 min.
15. In every tanker, chemical tanker or gas carrier of 10,000 tonnes gross tonnage and upwards and in every other ship of
70,000 tonnes gross tonnage and upwards, the main steering gear shall comprise two or more identical power units
complying with the provisions of paragraph 6.
16. Every tanker, chemical tanker or gas carrier of 10,000 tonnes gross tonnage and upwards shall, subject to paragraph
17, comply with the following ;
.1 the main steering gear shall be so arranged that in the event of loss of steering capability due to a single failure
in any part of one of the power actuating systems of the main steering gear, excluding the tiller, quadrant or
components serving the same purpose, or seizure of the rudder actuators, steering capability shall be regained in
not more than 45 seconds after the loss of one power actuating system;
.2 the main steering gear shall comprise either:
.2.1 two independent and separate power actuating systems each capable of meeting the requirements of paragraph
3.2; or
216
.2.2 at least two identical power actuating systems which, acting simultaneously in normal operation, shall be
capable of meeting the reuquirements of paragraph 3.2. Where necessary to comply with this requitrement,
inter-connection of hydraulic power actuating system shall be provided. Loss of hydraulic fluid from one
system shall be capable of being detected and the deffective system automatically isolated so that the other
actuating system or systems shall remain fully operational;
.3 steering gears other than of the hydraulic type shall achieve equivalent standards.
17. For tankers, chemical tankers or gas carriers of 10,000 tonnes gross tonnage and upwards, but of less than 100,000
tonnes deadweight, solutions other than those set out in paragraph 16, which need not apply the single failure criterion to the
rudder actuator or actuators, may be permitted provided that an equivalent safety standard is achieved and that:
.1 following loss of steering capability due to a single failure of any part of the piping system or in one of the
power units, steering capability shall be regained within 45 seconds; and
.2 where the steering gear includes only a single rudder actuator, special consideration given to stress analysis for
the design including fatigue analysis and fracture mechanics analysis, as appropriate, to the material used, to the
installation of sealing arrangements and to testing and inspection and to the provision of effective maintenance.
In consideration of the foregoing, the Administration shall adopt regulations which include the provision of the
Guidelines fo Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical Tankers and Gas
Carriers of 10,000 tonnes Gross Tonnage and Above but less Than 100,000 tonnes Deadweight, adopted by the
Organisation.
18. For a tanker, chemical tanker or gas carrier of 10,000 tonnes gross tonnage and upwards, but less than 70,000 tonnes
dedweight, the Administration may, until 1 September 1986, accept a teering gear system with a proven record of reliability
which does not comply with the single failure criterion required for a hydraulic system in paragraph 16.
19. Every tanker, chemical tanker or gas carrier of 10,000 tonnes gross tonnage and upwards, constructed before 1
September 1984, shall comply, not later than 1 September 1986, with the following:
.1 the requirements of paragraphs 7.1, 8.2, 8.4, 10, 11, 12.2, 12.3 and 13.2;
.2 two independent steering gear control systems shall be provided each of which can be operated from the
navigating bridge. This does not require duplication of the steering wheel or the steering lever;
.3 if the steering gear control system in operation fails, the second system shall be capable of being brought into
immediate operation from the navigating bridge; and
.4 each steering gear control system, if electric, shall be served by it own separate circuit supplied from the
steering gear power circuit or directly from switchboard busbars supplying that steering gearpower circuti at a
point on the switchboard adjacent to the supply to the steering gear power circuit.
20. In addition to the requirements of paragraph 19, in every tanker, chemical tanker or gas carrier of 40,000 tonnes
gross tonnage and upwards, constructed before 1 September 1984, the steering gear shall not later than 1 September 1988, be
so arranged that, in the event of a single failure of the piping or one of the power units, steering capability can be maintained
or the rudder movement can be limited so that steering capability can be speedily regained. This shall achieve by:
.1 an independent means of restraining the rudder; or

.2 fast-acting valves which may be manually operated to isolate the actuator or actuators from the external
hydraulic piping together with a means of directly refilling the actuators by a fixed independent power-operated
pump and piping system; or
.3 an arrangement such as that, where hydraulic power systems are interconnected, loss of hydraulic fluid from
one system shall be detected and the defective system isolated either automatically or from the navigating
bridge so that the other system remains fully operational.
12.9.4 Is the steering gear emergency reserve tank fully charged ?

SOLAS II-1 Reg 29.12
See 12.9
12.9.5 Where required, is there a clearly visible compass at the emergency steering position in
the steering flat?
SOLAS V Reg. 12(1)
Regulation 12
217
(f) Ships with emergency steering positions shall at least be provided with a telephone or other means of communication
for relaying heading information to such positions. In addition, ships of 500 tons gross tonnage and upwards constructed on
or after 1 February, 1992 shall be provided with arrangements for supplying visual compass readings to the emergency
steering position.
12.9.6 Are communications with the bridge satisfactory ?

See 12.9
12.9.7 Is the rudder angle indicator clearly visible at the emrgency steering position?
See12.9
12.9.8 Is acces to steering gear unobstructed?

See 12.9
12.9.9 Are suitable gratings and handrails fitted in steering gear compartment?
See 12.9
12.9.10 Are means of meeting single failure criteria adequate ?

SOLAS II-1 Reg. 29.16, 17, 19, 20
See 12.9
Chapter 13. General Appearance and Condition
Check that each area is clean, painted, properly maintained and in a satisfactory condition. The visual
inspection should include checking of plating, piping, fittings, suport structures, ladders, caqtwalks, rails, etc.
Equipment or fittings no longer active should be recorded as these may present a hazard or adversly affect
the safe operation of the vessel.
13.1 Is the general hull condition satisfactory ? Y N NS NA

Comment on the cosmetic appearance of the exterior hull.
Comments:
Sub-questions
13.1.1 Is the hull free of fractures or indentations, oil staining indicating oil overflow,
extensive coating breakdown and excessive marine growth ?
13.2 Are hull markings correctly placed and legible ? Y N NS NA

Comments:
Sub-questions
13.2.1 Are loadlines, draught marks, thruster warnings, vessel’s name, tug push
points, pilot access points and frame markings, as applicable, clearly indicated ?
13.3 Are weather decks in a satisfactory condition ? Y N NS NA

Inspection of weather decks should include checking for any
evidence of wastage, structural problems including evidence of
overpressurisation, collision contact or distortion from heavy
weather. Comment on the cosmetic appearance of the weather
decks.
Comments:
Sub-questions
13.3.1 Is the vessel free from visible structural defects which warrant further
investigation ?
13.3.2 Is deck lighting adequate ? ISGOTT 6.5.4
USCG 33 CFR
154.570
13.3.3 Are fo’c’sle spaces, lockers and holds free of water ?
13.4 Is the general condition of external electrical Y N NS NA

equipment satisfactory ?
Comments:
1
Sub-questions
13.4.1 Are light fittings in gas-hazardous areas secure and lamp covers free of
cracks or breakages ?
Lights will be either explosion-proof or pressurised. The flame paths of
explosion-proof lights, which must be kept clear, should not be painted over.
Fluorescent fittings will generally have flame paths at each end. The
manufacturer’s or Administration certificate approving the fitting for use in
gas-hazardous areas will be invalidated if the correct bolts for securing the
fitting together, or the correct light bulb size, are not used.
13.4.2 Are electrical conduits and wiring to electrical motors in a satisfactory
condition ?
13.4.3 If motors are fitted in gas-hazardous area, are they Ex ‘d’ rated ?
Vent fan, cargo pump and cargo winch motors, and also lighting, are likely to
be found within gas-hazardous areas. An Ex ‘d’ rating means that the
equipment can withstand an internal explosion without igniting the outside
atmosphere. Ex’e’ is an increased safety rating.
13.5 Is the general condition of superstructure Y N NS NA

satisfactory ?
Comment on the cosmetic appearance of the superstructure.
Comments:
13.6 Is the accommodation clean and tidy ? Y N NS NA

Comment on the condition and cleanliness of the accommodation
and living quarters, including hygiene, sanitation and cleaning
facilities.
Comments:
Sub-questions
13.6.1 Are all alleyways free of obstructions ?
13.6.2 Are all exits clearly marked ?
13.6.3 Are fittings such as central radio and TV antennae, lights, emergency lighting,
domestic piping isolation valves etc., identified and in a satisfactory
condition?
13.6.4 USCG 33 CFR
Is the level of accommodation lighting satisfactory ?
154.570
13.6.5 Are food storerooms, food handling spaces, refrigerated spaces, galleys and
pantries clean and tidy and in a hygienic condition ?
13.6.6 Are personnel alarms in refrigerated spaces in satisfactory condition ?
13.6.7 Are wooden gratings, if fitted, in storerooms and refrigerated spaces, in a
13.7 Are pumproom spaces clean and tidy ? Y N NS NA

Comments:
2
Sub-questions
13.7.1 Is the area well lit with lights approved for use in gas-hazardous areas ?
Lights will be either explosion-proof or pressurised. The flame paths of
explosion-proof lights, which must be kept clear, should not be painte over.
Fluorescent fittings will generally have flame paths at each end. The
manufacturer’s or Administration certificate approving the fitting for use in
gas-hazardous ares will be invalidated if the correct bolts for securing the
fitting together, or the correct light bulb size, are not used.
13.7.2 Is the area free from combustible material ?
13.8 Are all deck openings, including watertight doors Y N NS NA

and portholes, in a satisfactory condition and
capable of being properly secured ?
Ref: Loadline 12 & 17-23
Comments:
13.9 Are vents and air pipeson the freeboard deck in a Y N NS NA

satisfactory condition and are they fitted with
closing devices to prevent ingress of water :
Ref: Loadline 19, 20
Vents and air pipes should be marked to indicate the space they
serve.
Comments:
Sub-questions
13.9.1 Are closing devices, associated packing material and locking arrangements in a

3
218
13. GENERAL APPEARANCE AND

CONDITION
13.3 Are weather decks in a satisfacory condition ?

13.3.2 Is deck lighting adequate ?
ISGOTT 6.5.4; USCG 33 CFR 154.570
Refer to documents
13.6 Is accommodation clean and tidy ?

13.6.4 Is the level of accommodation lighting satisfactory ?
USCG 33 CFR 154.570
Refer to document
13.8 Are all deck openings, including watertight doors and

portholes, in a satisfactory condition and capable of being
properly secured ?
Loadline 12, 17-23
Refer to document
13.9 Are vents and air pipes on the freeboard deck in a

satisfactory condition and are they fitted with closing devices to
prevent the ingress of water ?
Loadline 19, 20
Refer to document
Chapter 14. Ship To Ship Transfer Procedures
This Chapter applies to vessel which carry out Ship to Ship (STS) transfer operations in open water, and not
to vessels which carry out STS operations solely in port.
14.1 Is the vessel suitable equipped to be utilised for Y N NS NA

STS operations?
Comments:
Sub-questions
14.1.1 Have the vessel senior deck officers had STS experience within last 12
months?
14.1.2 Where the STS operations in 14.1.1, conducted in open sea?
14.1.3 Are sufficient closed fairleads and mooring bits provided?
It is recommended that al fairleads use in STS transfer operations are of an
enclosed type. Such fairleads should be strong enough to take the anticipated
mooring loads and large enough to allow the mooring line (plus any soft rope
and tackle) to pass through comfortably.
Full size mooring bits and Panama chocks should be fitted within 35 meters of
the centre of the manifold fore and aft.
It is recommended that all tankers be fitted with an array of mooring bitts of
sufficient strength on each side of the ship.
In addition it is recommended that provision be made for securing fender
lines. (Ship to Ship Transfer Guide 9.3)

1
Chapter 15. Chemical Tanker Supplement
This Chapter contains chemical-specific questions which are additional to those contained elsewhere in the
VIQ.
If the vessel is provided with a Certificate of Fitness (excluding a Noxious Liquid Certificate), this Chapter
must be completed. In answering the questions below, note that the IBC Code applies only to those vessels
where the keel was laid on or after 1 July 1986. the BCH Code applies to vessels whose keel was laid or
which were at the similar stage of construction on or after 12 April 1972. it also applies to vessels
constructed before this date, except for the construction provisions of BCH 1.7.3 (a) to (f).
15.1 Is the required statutory documentation valid? Y N NS NA

Comments:
Sub-questions
15.1.1 Is a Procedures and Arrangements Manual available? IBC 16A.3; BCH
The list of cargoes which the vessel is allowed to carry should be the same as 5A.3
that appended to the Certificate of Fitness.
15.1.2 Is the Cargo Record Book correctly completed and up to date? MARPOL Annex 2
Reg. 9
15.1.3 Are Damage Stability Guidelines available? IBC 2.2.5; BCH
The master should be supplied with a loading and stability information booklet 2.2.2
which contains details of typical service and ballast conditions, provisions for
evaluating other conditions of loading, and a summary of ship’s survival
capabilities. (IBC 2.2.5 and BCH 2.2.2. See also ‘Guidelines foe the uniform
application requirements of the BCH and GC Code’)
15.2 Is adequate cargo information available? Y N NS NA

Comments:
Sub-questions
15.2.1 Is information on cargo loading limitations available? IBC 16.1; BCH 5.2
15.2.2 Is adequate information available, including a cargo stowage plan for the safe IBC 16.2.3
stowage of the cargo?
15.2.3 Are relevant Material Safety Data Sheets available and displayed in a public
place on board?
15.2.4 Are the cargoes on board described in the shipping documents by correct IBC 16.2; BCH 5.2
technical name?
15.2.5 Is a cargo compatibility chart available? IBC 16.2; BCH 5.2
15.2.6 Are tank cleaning guidelines available? IBC 16.2; BCH 5.2
This can either be an in-house guide or a recognised tank cleaning
publication.
15.3 Is the on-board safety management, as it affect a Y N NS NA

chemical tanker, of an acceptable standard?
Comments:
1
Sub-questions
15.3.1 Has the Ship to Shore Safety Check List and Chemical Supplement been
completed, and are its provisions being complied with?
15.3.2 Are the cargoes carried listed on the Certificate of Fitness?
15.3.3 When a new chemical is to be carried, is a review of the safety aspects and
handling procedures carried out?
15.3.4 Are records available to prove that the breathing apparatus required by the IBC 14.2.6
Codes, have been examined by an expert agency within the past year? BCH 3.16.8
15.3.5 Are records available indicating that monthly on-board inspections of the items IBC 14.2.6
of safety equipment required by the Codes are carried out as part of the BCH 3.16.8
vessel’s normal maintenance programme?
15.3.6 Is the Master aware of the worst damage stability condition in Stability Book? IBC 2.2.5; 2.9
BCH 2.2.1; 2.2.3
15.3.7 Are the dangers associated with co-mingling non-compatible cargoes in slop
tanks and drip trays considered?
15.4 Are the officers and crew suitably qualified, and is Y N NS NA

their training and experience adequate?
Comments:
Sub-questions
15.4.1 Can officers demonstrate familiarity with the carriage requirements for the
cargoes on board?
15.4.2 Is there a formal programme of regular chemical-specific medical checks and
blood tests?
15.5 Is the cargo monitoring instrumentation in a Y N NS NA

Comments:
Sub-questions
15.5.1 Are ullage, temperature and pressure gauges and indicators regularly checked
for accuracy, and are the results recorded?
There should be a reference thermometer and reference pressure gauge
available, and records to show that they have been used to check the
accuracy of the tank temperature and pressure measuring systems. Reference
instruments should have certificates stating that they have been calibrated by
a competent organisation, and should themselves be calibrated annually.
15.5.2 Is the cargo tank high level alarm system independent of gauging devices and IBC 15.19.5
the overflow-control alarm system?
Where required by the note 15.19.6 in column ‘o’ of Chapter 17, vessels
carrying those cargoes must be fitted with a visual and audible high-level
alarm which indicates when the liquid in the cargo tank approaches the
normal full condition (95%).
(IBC 15.19.6 and BCH 4.14.1 (Alternative 1 and 2), except Alternative 1 does
not require the alarm to be visual and audible)
This alarm should be independent of any gauging device.
(IBC 13.1/15.19.5 and BCH 4.14.1 Alternative 2. The high level alarm is not
required to be independent of the gauging devices under Alternative 1)
15.5.3 Are approved portable tapes and vapour locks provided as a back-up in case
of a failure of the fixed gauges?
15.5.4 Where portable tapes are the only method of ullaging during closed
operations, are there sufficient portable tapes to gauge every tank normally
worked simultaneously?
There should also be two spare tapes on board.
2
15.6 If a tank overflow-control system is fitted, is it in a Y N NS NA
Ref: IBC 13.1.2, 15.19; BCH 3.9, 4.14.2
Where required by the note 15.19 (i.e. includes all the requirements
of 15.19, including 15.19.6 and 15.19.7) in column ‘o’ of Chapter 17,
vessels carrying those cargoes must be fitted with both the high-
level alarm above and a visual and audible tank overflow-control
system which indicates when the liquid level in the cargo tank
approaches the normal full condition (98%).
(IBC 15.19.7 and BCH 4.14.2 Alternative 2)
the overflow control system should be independent of the gauging
devices.
(IBC 13.1.2 and BCH 3.9)
Note: Alternative 1 provides for an automatic shutdown system
instead of an overflow alarm. This option is only on older tonnage,
and is not permitted under the latest regulqtions. Where an
automatic shutdown system is fitted, it shall operate independently
of the high level alarm. On ships constructed after 27 September
1982, it should also be independent of the gauging system. (BCH
3.9)
Comments:
Sub-questions
15.6.1 Is the tank overflow-control system independent of gauging devices and the IBC 15.19
high-level alarm system?
15.6.2 Is the tank overflow-control system in a satisfactory condition, tested
regularly, and are test results recorded?
15.6.3 Has the tank overflow-control automatic shut-down system been by-passed?
If not, approval must have been obtained from the Administration and the
port State authority. If the vessel is required by Chapter 17 to have an
overflow control, and an automatic system as detailed in Alternative 1 above
is fitted, then if it is by-passed one of the other alternatives required by the
Code must be fitted.
15.7 Is the cargo pumping equipment in a satisfactory Y N NS NA

condition?
Comments:
Sub-questions
15.7.1 Is all the cargo pumping instruments in a satisfactory condition, and are IBC 3.3.6
discharge pressure gauges provided outside where a cargo pumproom is BCH 2.8.7
fitted?
15.7.2 On vessels where a pumproom if fitted, is the bilge pump in a satisfactory IBC 3.3.5
condition, and can it be operated from a position outside the pumproom? BCH 2.8.6
15.8 Are the deck pipelines in a satisfactory condition? Y N NS NA

Comments:
3
Sub-questions
15.8.1 Are the electrical bonding arrangements across gasketed pipeline connections IBC 10.3
15.8.2 Are cargo pipelines expansion arrangements in a satisfactory condition? IBC 5.2.4
15.8.3 Are pipeline drains and stub pieces valved and capped, and do they appear to
have been used recently?
15.8.4 Are cargo line drains suitable positioned to preclude liquid remaining in the
line after draining?
15.9 Are cargo manifold arrangements satisfactory? Y N NS NA

Comments:
Sub-questions
15.9.1 Are the manifold valves and pipelines marked to identify the tank or tanks IBC 3.6
they serve?
15.9.2 If flexible cargo hoses or U-shaped pieces are being used to interconnect IBC 3.3.5
manifolds(especially on the outboard side of the vessel), are all flange BCH 2.8.6
connections fully bolted in every hole?
15.9.3 Are the manifold fitted with drain and purge points and are they valved and
capped?
15.10 Are the cargo tank venting arrangements Y N NS NA

satisfactory?
Comments:
Sub-questions
15.10.1 Are the vent lines fitted with drain plugs, and do they appear to have been IBC 8.2.2
used recently? BCH 2.13.4
15.11 Is the cargo sample locker satisfactory? Y N NS NA

The requirements for cargo sample lockers are contained in IBC
16.5.1 and BCH 4.16. Only if the locker contains flammable liquids
are SOLAS fire extinguisher arrangements required.
Comments:
Sub-questions
15.11.1 Is the cargo sample locker situated within the main cargo area? IBC 16.5.1
Samples may exceptionally and subject to the approval of the
Administration, be stowed elsewhere.
15.11.2 Is the locker suitably constructed to prevent breakages (i.e. cellular IBC 16.5.2
subdivision)?
The stowage space should be:
• cell divided in order to avoid the shifting of bottles at sea;
• made of material fully resistant to the different liquids intended to
be stowed:
Samples should not be retained on board longer than necessary, and those
which react with each dangerously should be stowed closed to each other.
15.11.3 Is the locker adequately ventilated? IBC 16.5.2
Mechanical ventilation is not required.
4
15.12 Is the gas detection equipment functional, and in Y N NS NA
Comments:
Sub-questions
15.12.1 Are at least two instruments designed and calibrated to test for toxic vapours IBC 13.2.1
available? BCH 3.11.1
15.12.2 Where such instruments rely on the use of glass tubes (eg Draeger tubes), is IBC 3.3.5
there an adequate supply of tubes, specific to the cargoes being carried, and BCH 2.8.6
are they within their expiry date?
15.12.3 Is an up to date inventory of tubes being maintained?
15.13 Is the vessel provided with safety equipment as Y N NS NA

required by the IBC and BCH Codes?
Comments:
Sub-questions
15.13.1 Is suitable protective clothing available for all crew members engaged in IBC 14.1.1; 14.1.3
cargo operation? BCH 3.16.1;
For the protection of the crew members engaged in cargo operations, the 3.16.3
ship should have on board suitable protective equipment consisting of large
aprons, special gloves with long sleeves, suitable footwear, coveralls of
chemical-resistant material, and tight fitting goggles of face shield or both.
(IBC 14.1.1 and BCH 3.16.1)
Work clothes and protective equipment should be kept in easily accessible
places and in special lockers. Such equipment should not be kept within
accommodation spaces, with the exception of new , unused equipment and
equipment which has not been used since undergoing a thorough cleaning
process. The Administration may, however, approve storage rooms for such
equipment within accommodation spaces if adequately segregated from living
spaces such as cabins, passageways, dining rooms, bathrooms etc.
(IBC 14.1.2 and BCH 3.16.2)
15.13.2 If required by the Codes, are there at least 3 sets of safety equipment, and IBC 14.2.1; 14.2.2
are they in a satisfactory condition and available and ready for immediate BCH 3.16.4;
use? 3.16.5; 3.16.7
Ships carrying toxic cargoes, identified by 15.12, 15.12.1 or 15.12.3 in
column ‘o’ of Chapter 17, should have on board sufficient, but not less than
three complete sets of safety equipment, each permitting personnel to enter
a gas-filled compartment and work there for at least 20 minutes.
A complete set of safety equipment should be consist of:
• one self contained air-breathing apparatus;
• protective clothing, boots, gloves and tight fitting goggles;
• fireproof line with belt resistant to cargoes carried; and
• an explosion-proof lamp.
(IBC 14.2.2 and BCH 3.16.5)
At least one set of safety equipment should be kept in a suitable clearly
marked locker in a readily accessible place near the cargo pumproom. The
other sets should also be kept in suitable, clearly marked, easily accessible
places.
(IBC 14.2.5 ands BCH 3.16.7)
15.13.3 For each set of safety equipment, is there one set of fully charged air IBC 14.2.3
cylinder, plus a charging compressor and manifold with a sufficient number BCH 3.16.6
of spare cylinders, or alternatively, are there sufficient fully charged spare
cylinders to provide 6000 litres of free air capacity for each set?
5
15.13.4 Is there a medical first-aid kit, where required, for the cargo onboard? IBC 14.2.9
BCH 3.16.11
15.13.5 Are emergency escape sets, where required, provided for the every person IBC 14.2.8
on board? BCH 3.16.10
Ships intended for the carriage of certain cargoes identified by ‘E’ in column
‘n’ of Chapter 17 should be provided with suitable respiratory and eye
protection sufficient for every person on board for emergency escape
purposes. Self-contained breathing apparatus should have a duration of
service of 15 minutes. Filter type respiration protection is not acceptable.
(IBC 14.2.8 and BCH 3.16.10)
15.13.6 Are decontamination showers and an eye-wash, where required, provided in IBC 14.2.10
suitably marked locations? BCH 3.16.12
Decontamination showers and eyewash, operable in all ambient conditions,
should be available on deck in suitably marked locations.
(IBC 14.2.10 and BCH 3.16.12)
15.14 Does the vessel comply with the SOLAS fire Y N NS NA

fighting regulations, as supplemented by the IBC
and BCH Codes?
Comments:
Sub-questions
15.14.1 Is the fixed deck foam system in a satisfactory condition, and are the foam IBC 11.3.1;11.3.11
monitors and foam line isolating valves free to operate by hand? BCH3.14.1;3.14.11
15.14.2 Is the type of foam compound suitable foe the cargoes which the vessel is IBC 11.3.1;11.3.2
certified to carry? BCH 3.14.2; 3.15
Every ship should be provided with a fixed deck foam system. (IBC 11.3.1
and BCH 3.14.1)
Only one type of foam concentrate should be supplied, and it should be
effective for the maximum possible number of cargoes intended to be
carried (normally alcohol resistant foam – regular protein foam should not be
used). For other cargoes for which foam is not effective or is incompatible,
additional arrangements to be satisfaction of the Administration should be
provided. (IBC 11.3.2 and BCH 3.14.2)
Note: ships constructed before 20 May 1981 should comply with the 1977
edition of the Code, and might have a dry powder system instead of foam
fitted. (BCH 3.15)
15.14.3 Is a full charge of foam compound on board? IBC 11.3.6
Sufficient foam for 30 minutes of operation at the maximum foam BCH 3.14.6
concentration should be available.
15.14.4 Are records available to show that samples of foam compound have been
submitted for testing at regular intervals?
15.14.5 Are at least four portable applicators available? IBC 11.3.10
BCH 3.14.10
15.14.6 Is a fixed foam monitor and a connection for a portable foam applicator IBC 11.3.9
provided on both sides of the bridge or accommodation block front and BCH 3.14.9
facing the cargo area?
15.15 Is there a contingency plan specific to chemical Y N NS NA

spills?
Comments:
6
Sub-questions
15.15.1 Are the crew trained in accordance with contingency plan?
15.15.2 Are regular exercises based on this plan undertaken?

7
219
15. CHEMICAL TANKER

SUPPLEMENT
15.1 Is the required statutory documentation valid?

15.1.1 Is a Procedure and Arrangements Manual available ?
IBC 16A.3; BCH 5A.3
Refer to documents
15.1.2 Is the Cargo Record Book correctly completed and up to date ?

MARPOL 73/78 Annex 2 Regulation 9

Cargo Record Book
(1) Every ship to which this Annex applies shall be provided with a Cargo Record Book, wether as part of the ship’s
official log-book or otherwise, in the form specified in appendix IV to this Annex.
(2) The Cargo Record Book shall be completed, on a tank-to tank basis, whenever any of the following operations with
respect to a noxious substance take place in the ship:
(i) loading of cargo;

(ii) internal transfer of cargo;
(iii) unloading of cargo;
(iv) cleaning of cargo tanks;
(v) balasting of cargo tanks
(vi) discharge of ballast from cargo tanks
(vii) disposal of residues to reception facilities;
(viii) discharge into the sea or removal by ventilation of residues in accordance with regulation 5 of this Annex.
(3) In the event of any discharge of the kind referred to in article 8 of present Convention and regulation 6 of this Annex
of any noxious liquid substance or mixture containing such substance, wether intentional or accidental, an entry shall be made
in the Cargo Record Book stating the circumstances of, and the reason for, the discharge.
(4) When a surveyor appointed or authorized by the Government of the Party to the Convention to supervise any
operations under this Annex has inspected a ship, then that surveyor shall make an appropriate entry in the Cargo Record
Book.
(5) Each operation referred to in paragraphs (2) and (3) of this regulation shall be fully recorded without delay in the
Cargo Record Book so that all the entries in the book appropriate to that operation are completed. Each entry shall be signed
by the officer or officers in charge of the operation concerned and each page shall be signed by the master of the ship. The
220
entries in the Cargo Record Book shall be in the official language of the State whose flag the ship is entitled to fly, and, for
ships holding an International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk or a
certificate referred to in regulation 12A of this Annex in English or French. The entries in an official national language of the
State whose flag the ship is entitled to fly shall prevail in case of a dispute or discrepancy.
(6) The Crago Record Book shall be kept in such a place as to be readily available for inspection and, except in the case of
unmanned ships under tow, shall be kept on board the ship. It shall be retained for a period of three years after the last entry
has been made.
(7) The competent authority of the Government of a Party may inspect the Cargo Record Book on board any ship to which
this Annex applies while the ship is in its port, and make a copy of any entry in that book and may require the master of the
ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified by the master of the
ship as a true copy of an entry in the ship’s Cargo Record Book shall be made admissible in any judicial proceedings as
evidence of the facts stated in the entry. The inspection of a Cargo Record Book and the taking of a certified copy by
the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be
unduly delayed.
15.1.3 Are Damage Stability Guidelines available ?

IBC 2.2.5; BCH 2.2.2
Refer to documents
15.2 Is adequate cargo information available ?

15.2.1 Is information on cargo loading limitations available ?
IBC 16.1; BCH 2.2.2
Refer to documents
15.2.2 Is adequate information available, including a cargo stowage plan, for the safe stowage
of the cargo
IBC 16.2.3
Refer to document
15.2.4 Are the cargoes on board described in the shipping documets by the correct technical
name ?
IBC 16.2; BCH 5.2
Refer to documents
15.2.5 Is a cargo compatibility chart available ?

IBC 16.2; BCH 5.2
Refer to documents
15.2.6 Are tank cleaning guidelines available ?

IBC 16.2; BCH 5.2
Refer to documents
221
15.3 Is the on-board safety management, as it affects a chemical

tanker, of an acceptable standard ?
15.3.4 Are records available to prove that the breathing apparatus required by the Codes, have been
examined by an expert agency within the past year ?
IBC 14.2.6; BCH 3.16.8
Refer to documents
15.3.5 Are records available indicating that monthly on-board inspection of the items of safety
equipment required by the Codes are carried out as part of the vessel’s normal maintenance
programme ?
IBC 14.2.6; BCH 3.16.8
Refer to documents
15.3.6 Is the Master aware of the worst damage stability condition in Stability Book ?
IBC 2.2.5, 2.9; BCH 2.2.1, 2.2.3
Refer to documents
15.5 Is the cargo monitoring instrumentation in a satisfactory

condition ?
15.5.2 Is the cargo tank high level alarm system independent of gauging devices and the overflow-
control alarm system ?
IBC 15.19.5
Refer to document
15.6 If a tank overflow-control system is fitted, is it in a

IBC 13.1.2, 15.19; BCH 3.9, 4.14.2
Refer to documents
15.6.1 Is the tank overflow-control system independent of the gauging devices and the high-level alarm
system ?
IBC 15.19
Refer to document
222
15.7 Is the cargo pumping equipment in a satisfactory condition ?

15.7.1 Is all the cargo pumping instrumentation in a satisfactory condition, and are discharge pressure
gauges provided outside where a cargo pumproom is fitted ?
IBC 3.3.6; BCH 2.8.7
Refer to documents
15.7.2 On vessels where a pumproom is fitted, is the bilge pump in a satisfactory condition , and can it
be operated prom a position outside the pumproom ?
IBC 3.3.5; BCH 2.8.6
Refer to documents
15.8 Are the deck pipelines in a satisfactory condition ?

15.8.1 Are the electrical bonding arrangements across gasketed pipeline connections in a satisfactory
condition ?
IBC 10.3
Refer to document
15.8.2 Are cargo pipelines expansion arrangements in a satisfactory condition ?

IBC 5.2.4
Refer to document
15.9 Are cargo manifold arrangements satisfactory ?

15.9.1 Are the manifold valves and pipelines marked to identify the tank or tanks they serve ?
IBC 3.6
Refer to document
15.10 Are the cargo tank venting arrangements satisfactory ?

15.10.1 Are the vent lines fitted with drain pluges, and do they appear to have been used recently ?
IBC 8.2.2; BCH 2.13.4
Refer to documents
223
15.11 Is the cargo sample locker satisfactory ?

15.11.1 Is the sample locker situated within the main cargo area ?
IBC 16.5.1
Refer to document
15.11.2 Is the locker suitably constructed to prevent breakages (i.e. cellular subdivision) ?
IBC 16.5.2
Refer to document
15.11.3 Is the locker adequately ventilated ?

IBC 16.5.2
Refer to document
15.12 Is the gas detection equipment functional, and in a

15.12.1 Are at least two instruments designed and calibrated to test for toxic vapours available ?
IBC 13.2.1; BCH 3.11.1
Refer to documents
15.13 Is the vessel provided with safety equipment as required by

the IBC and BCH Codes ?
15.13.1 Is suitable protective clothing available for all crew members engaged in cargo operations?
IBC 14.1.1, 14.1.3, BCH 3.16.1, 3.16.3
Refer to documents
15.13.2 If required by the Codes, are there at least 3 complete sets of safety equipment, and are they in a
satisfactory condition and available and ready for immediate use ?
IBC 14.2.1, 14.2.2; BCH 3.16.4, 3.16.5, 3.16.7
Refer to documents
15.13.3 For each set of safety equipment, is there one set of fully charged air cylinders, plus a charging
compressor and manifold with a sufficient number of spare cylinders, or alternatively, are there
sufficient fully charged spare cylinders to provide 6000 litres of free air capacity for each set ?
IBC 14.2.3; BCH 3.16.6
Refer to documents
224
15.13.4 Is there a medical first-aid kit with antidotes, as required, for the cargo onboard ?
IBC 14.2.9; BCH 3.16.11
Refer to documents
15.13.5 Are emergency escape sets, where required, provided for every person on board ?
IBC 14.2.8; BCH 3.16.10
IBC 14.2.8
14.2.8 Ships intended for the carriage of certain cargoes should be provided with suitable respiratory and eye protection
sufficient for every person on board for emergency escape purpose, subject to the following:
.1 filter-type respiratory protection is unacceptable;

.2 self-contained breathing apparatus should have normally at least a duration of service of 15 min;
.3 emergency escape respiratory protection should not be used for fire-fighting or cargo-handling purpose and
should be marked to that effect.
Individual cargoes to which the provisions of this paragraphapply are indicated in column n in the table of chapter 17.
BCH 3.16.10
Refer to document
15.13.6 Are decontamination showers and eye-wash, where required, provided in suitably marked
locations ?
IBC 14.2.10; BCH 3.16.12
Refer to documents
15.14 Does the vessel comply with the SOLAS fire fighting
regulations, as supplemented by the IBC and BCH Codes ?
15.14.1 Is the fixed deck foam system in a satisfactory condition, and are the foam monitors and foam
line isolating valves free to operate by hand ?
IBC 11.3.1, 11.3.11; BCH 3.14.1, 3.14.11
Refer to documents
15.14.2 Is the type of foam compound suitable for the cargoes which the vessel is certified to carry ?
IBC 11.3.1, 11.3.2; BCH 3.14.2, 3.15
Refer to documents
15.14.3 Is a full charge of foam compound on board ?

IBC 11.3.6; BCH 3.14.6
Refer to documents
15.14.5 Are at least four portable foam applicators available ?

IBC 11.3.10; BCH 3.14.10
Refer to documents
225
15.14.6 Is a fixed foam monitor and a connection for a poartable foam applicator provided on both side
of the bridge or accomodation block front and facing the cargo area ?
IBC 11.3.9; BCH 3.14.9
Refer to documents
Chapter 16. Gas Carrier Supplement
This Section contains gas-specific questions, which are additional to those, contained elsewhere in the VIQ.
In answering the questions below, note that:

• The mandatory IGC Code applies only to those vessels the keel of which was laid on or after 1st July
1986;
• The mandatory GC Code applies to vessel delivered after 30th June 1980 (different dates apply for
the building contract – 31st October 1976, or keel laid – 31st December 1976); and
• The non-mandatory EGC Code applies to those vessels delivered on or before 31st October 1976.
• The IGC and GC Codes were amended during their lifetime, and vessels built before those
amendments came into force do not necessarily have to comply with those amendments.
Gas carriers are also required to have a Noxious Liquid Certificate when carrying dual-code cargoes (Diethyl
ether, Ethylene oxide/Propylene oxide mixtures with an E-o content of not mare than 30%, Isoprene,
Isopropyl amine, Monoethylamine, Pentanes, Pentene, Propylene oxide, Vinyl ethyl ether and Vinylidene
chloride).
Gas carriers carrying oil cargoes, which are regulated under Annex 1, are required to hold an IOPP
Certificate with a Form B which identifies the ship as a product carrier. The SOLAS Safety Construction and
Safety Equipment Certificate should also identify the vessel as ‘a tanker engaged in the trade of carrying oil
other than crude oil’.
Relevant cargoes are those which do not contain heavy components likely to remain in the tanks after a
ventilation procedure, and will typically be Light naphtha, Jet fuel (also called Turbo fuel white or White cut
gasoline), Mogas, Natural gasoline, Condensate, Pentane, and Casing head gasoline.
Gas carriers accepted under this Notice of Equivalence will have:

• Independent cargo tanks;
• An arrangement suitable for tank cleaning by ventilation procedures, tank cleaning with water will
be prohibited as a normal procedure;
• Deep well pumps, but submerged electrical motors will not be accepted.
(IMO Notice of Equivalency MEPC Circular 167 – 3rd June 1986)
16.1 Is the required statutory documentation valid? Y N NS NA

Comments:
Sub-questions
16.1.1 Is a procedures and Arrangements Manual available?
The list of cargoes, which the vessel is allowed to carry, should be the same
as that appended to the Certificate of Fitness. The P and A manual are
required only for the dual code cargoes where there is a NL Certificate.
16.1.2 Are Damage Stability Guidelines available? IGC 2.2.3; 2.2.5
The Master should be supplied with a loading and stability information booklet
which contains details of typical service and ballast conditions, provisions for
evaluating other condition of loading, and a summary of the ship’s survival
capacities.
(See also ‘Guidelines for the uniform application requirements of the BCH and
GC Codes’)
16.2 Is adequate cargo information available? Y N NS NA

Comments:
1
Sub-questions
16.2.1 Is information on cargo loading limitations available? IGC 18.2.1
The Master should ascertain that the quantity and characteristics of each
product to be loaded are listed, and within the limits indicated, in the
Certificate of Fitness, and in the Loading and Stability Information booklet.
16.2.2 Is adequate information available, including cargo stowage plan, for the safe IGC 18.1
carriage of the cargo?
Information should be on board and available to all concerned, giving the
necessary data for the safe carriage of the cargo. Such information should
include for each product carried:
• A full description of the physical and chemical properties necessary
for the safe containment of the cargo;
• Action to be taken in the events of spills or leaks;
• Counter-measures against accidental personal contact;
• Fire-fighting procedures and fire-fighting media;
• Procedures for cargo transfer, gas freeing, ballasting, tank cleaning
and changing cargoes;
• Special equipment needed for the safe handling of the particular
cargo;
• Minimum allowable inner hull steel temperature; and
• Emergency procedures.
16.2.3 If the cargo is required to be inhibited, is the required information available? IGC 17.8; 18.1.2
Where required by column ‘l’ of Chapter 19 (Butadiene, Isoprene, Vinyl ethyl
ether and Vinylidene chloride), products should be sufficiently inhibited to
prevent polymerisation at all times during the voyage. The ship should be
provided with a certificate from the manufacturer stating:
• Name and amount of inhibitor added;
• Date inhibitor was added and the normally expected duration of its
effectiveness;
• Any temperature limitations affecting the inhibitor;
• The action to be taken should the length of the voyage exceed the
effective lifetime of the inhibitors.
Products required to be inhibited should be refused if the certificate above is
not supplied.
16.2.4 Is a cargo compatibility chart available? IGC 18.2.2
Care should be taken to avoid dangerous chemical reactions if cargoes are
mixed, of particular significance in respect of:
Tank cleaning procedures required between successive cargoes in the same
tank; and simultaneously carriage of cargoes, which react when, mixed. This
should be permitted only if the complete cargo systems are separated.
16.2.5 Are the relevant Material Safety Data Sheets available and displayed in a
public place on board?
16.3 Are the officers and crew suitably qualified, and is Y N NS NA

their training and experience adequate?
Comments:
Sub-questions
16.3.1 Can the officers demonstrate familiarity with the carriage requirements for the
cargoes on board?
2
16.4 Is the on-board safety management, as it affects a Y N NS NA
gas carrier, of an acceptable standard?
Comments:
Sub-questions
16.4.1 Has the Ship to Shore Check List and Gas Supplement been completed and
are its provisions being complied with?
16.4.2 Are the cargoes being carried listed on the Certificate of Fitness?
16.4.3 Are records available to prove that the breathing apparatus required by the
Codes have been examined by an expert agency within the past years?
16.4.4 Are records available indicating that monthly on-board inspections of the items
of safety equipment required by the Codes are carried out as part of the
vessel’s normal maintenance programme?
16.4.5 Is the master aware of the worst damage stability condition in the Stability
book?
16.5 Is the emergency Shut Down (ESD) System in a Y N NS NA

Comments:
Sub-questions
16.5.1 Are there at least two remote positions where the ESD can be manually
activated, one of which is in the cargo control room/position?
16.5.2 Is the ESD system designed to be fail-safe? IGC 5.6.4
Emergency shut down valves should close upon the lose of power and be GC 5.3.4 (a)
capable of local manual closing operation.
(IGC 5.6.4 and GC 5.3.4(a))
16.5.3 Is the ESD system tested at regular intervals and are records maintained?
16.5.4 Are ESD fusible plugs fitted on the liquid domes and in the vicinity of the IGC 5.6.4
manifolds, and are they in a satisfactory condition? GC 5.3.4 (a)
ESD fusible links are designated to melt at temperatures between 98 and 104
°C. the fusible link or melting plug should be not painted over.
16.5.5 Are all ESD manifold valves and tank-filling valves tested and timed to close IGC 5.6.4
within 30 seconds? GC 5.3.4 (b)
ESD valves in liquid piping (at each cargo hose connection) should fully close IGC 5.6.1.3
under all service conditions within 30 seconds of actuation. Information about GC 5.3.1 (c)
the closing time of the valves and their operating characteristics should be
available onboard and the closing time should be verifiable reproducible. Such
valves should close smoothly.
Cargo pumps and compressors should be arranged to shut down automatically
if the emergency shutdown valves are closed by the ESD system.
16.6 Is the cargo monitoring instrumentation in a Y N NS NA

Comments:
3
Sub-questions
16.6.1 Are the cargo tank high level alarms independent of the gauging system, and, IGC 13.3; GC 13.3
in the case of IGC vessels, also independent of the high level shut-down
(overflow control) system?
Except as detailed below, each cargo tank should be fitted with a high liquid
level alarm operating independently of other liquid level indicators, and giving
an audible and visual when activated. Either this sensor (GC vessels) or an
independent sensor (IGC vessel) should automatically actuate a shutoff valve
(which might be either a ESD or the cargo tank filling valve) in a manner
which will both avoid excessive liquid pressure in the loading line, and prevent
the tank from becoming liquid full.
Neither of this devices are required if the cargo tank:
• Is a pressure tank with a volume of not more than 200 m3;
• Is designed to withstand the maximum possible pressure during the
loading operation, and such pressure is below that of the start-to-
discharge pressure of the cargo tank relief valve.
16.6.2 Are level and shut down alarm, and visual and auditable warning, in a
satisfactory condition, tested regularly, and the results recorded?
16.6.3 If the high level alarm and/or shut-down system can be overridden of a key
switch, is there a written procedure detailing under what circumstances and
by whom the system may be overridden?
The system should only be overridden in exceptional circumstances, such as if
the tank has been overfilled and is necessary to by-pass the overflow control
system to discharge the tank.
16.6.4 Are all cargo tank ullage, temperature and pressure gauges in a satisfactory IGC 13.4.1;
condition? 13.4.4; 13.5.1
Each cargo tank should be provided with at least two devices for indicating GC 13.4.1; 13.4.4;
cargo temperatures, one of the bottom of the tank and the second near the 13.5.1
top bellow the highest allowable liquid level, which should be marked to show
the lowest temperature for which the cargo tank has been approved by the
Administration. (IGC and GC 13.5.1)
The vapour space of each cargo tank should be provided with a pressure
gauge, which should be incorporate, an indicator in the cargo control position.
(IGC and GC 13.4.1)
Hold spaces without open connection to the atmosphere should be provided
with pressure gauges. (IGC and GC 13.4.4)
16.6.5 Are ullage, temperature and pressure gauges and indicators regularly checked
for accuracy, and the results recorded?
There should be a reference thermometer and reference pressure gauge
available, and records to show that they have been used to check the
accuracy of the tank temperature and pressure measuring systems. Reference
instruments should have certificates stating that they have been calibrated by
a competent organisation, and should themselves be calibrated annually.
16.6.6 If slip tubes are fitted, confirm that they are not in use.
16.7 Are tank cargo domes and associated fittings in a Y N NS NA

Comments:
Sub-questions
16.7.1 Are the tank cargo domes and associated fittings free of cargo leaks?
16.7.2 Are the cargo domes and their fittings free of corrosion and otherwise in a
16.7.3 Are sample lines provided for both liquid and vapour and are they valved and
capped?
4
16.7.4 Are void seals, if fitted, in a satisfactory condition? IGC 9.2; 9.3
Spaces surrounding cargo containment systems for flammable gases requiring GC 9.2; 9.3
secondary barriers or partial secondary barriers should be inerted with suitable
inert gas and kept inerted with make-up gas provided either by a shipboard
inert gas generation system, or the shipboard storage. (IGC and GC 9.2)
Dry air may be used partial secondary barriers subject to Administration
approval provided the ship maintains a storage charge of inert gas or is fitted
with an inert gas generation system. (IGC 9.2.2.2 and GC 9.2.2 (b))
For non-flammable gases the spaces may be maintained with a suitable dry air
or inert atmosphere. (IGC and GC 9.2.3)
Spaces surroundings refrigerated type C independent tanks should be filled
with suitable dry inert gas or dry air. (IGC and GC 9.2.3)
16.8 Are cargo pumping arrangements satisfactory? Y N NS NA

Comments:
Sub-questions
16.8.1 Are all cargo pumps in a satisfactory condition?
16.8.2 Can the cargo pumps be isolated from their electrical supply?
Cargo pumps should be capable of being isolated from their electrical supply
during gas-freeing operations?
16.8.3 Are gland seals on electrical connections in a satisfactory condition?
16.8.4 Are local pump controls and monitoring equipment in a satisfactory condition? IGC 13.4.2
Each cargo pump discharge line, and each liquid and vapour manifold should GC 13.4.2
be provided with a pressure gauge. (IGC and GC 13.4.2)
16.8.5 Are cargo pump mechanical seals free of oil leaks?
16.8.6 Are the pumps protected by non-return valves, and are there records of
testing having been carried out?
Some pumps are designed for loading through the pump in which case a non-
return valve is not fitted.
16.8.7 If refrigerated cargoes are carried, is a means of hydrate control provided,
and is a supply of freezing depressant maintained onboard?
A supply of methanol or the equivalent, with a means of delivering it under
pressure to the pump suction to dispose of hydrate formation.
16.8.8 Is an emergency discharge method available? IGC 5.8.1
Where cargo transfers is by means of cargo pumps not accessible for repair GC 5.5.1
with the tanks in service, at least two separate means should be provided to
transfer cargo from each tank. (IGC 5.8.1 and GC 5.5.1)
Cargo compressors can be used to pressurise the cargo tanks in the event of
failure of a cargo pump, but this method should preclude lifting of the relief
valves, and the design factor of safety should not be reduced.
16.8.9 If a booster pump is fitted, is it in a satisfactory condition?
16.8.10 If a cargo heater is fitted, is it in a satisfactory condition?
Confirm that there are no plugged tubes, and that the pressure gauge and
temperature indicators are in a satisfactory condition.
16.8.11 If fitted, is there a written procedure describing the precautions that must be
taken when a cargo pump, a booster pump and cargo heater are lined up in
series?
5
16.9 Are deck pipelines in a satisfactory condition? Y N NS NA
Comments:
Sub-questions
16.9.1 Are liquid and vapour lines free to move inside their clamps?
16.9.2 Is there means to prevent brittle fracture by isolating cargo lines from contact IGC 5.2.1.3
with mild steel? GC 5.2.2
Low temperature piping should be thermally isolated from the adjacent hull
structure, when necessary, to prevent the temperature of the hull from falling
below the design temperature of the hull material.
(IGC 5.2.1.3 and GC 5.2.2)
16.9.3 If any pipelines are insulated, is the insulation intact?
16.9.4 Are the electrical bonding arrangements across gasketed pipeline connections IGC 5.2.1.4
16.9.5 Are cargo pipeline expansion arrangements in a satisfactory condition? IGC 5.2.1.2; 5.4.5
Bellow and expansion joints or loops should be provided to allow for GC 5.2.1 (b)
expansion of piping. If necessary, bellow should be protected against icing
(usually by steam tracing). Slip joints should not be used except within the
cargo tanks.
16.9.6 Are liquid lines fitted with means of relieving over-pressure? IGC 5.2.1.6
All pipelines or components, which may be isolated in a liquid-full condition, GC 5.2.5
should be provided with relief valves. (IGC 5.2.1.6 and GC 5.2.5 (a))
16.9.7 Are cargo pipelines free of screwed-in connections? IGC 5.4.2.3
Screwed connections acceptable to the Administration should only be used for GC 5.2.10 (b)
accessory and instrumentation lines with external diameters of 25 mm or less.
(IGC 5.4.2.3 and GC 5.2.10 (b)(iii))
16.9.8 Are suitable arrangements provided to prevent the backflow of cargo vapour IGC 9.4.5
into the inert gas system? GC 9.4.5
The arrangements should be that each space being inerted can be (IGC and
GC 9.4.5)
16.10 Are cargo manifold arrangements satisfactory? Y N NS NA

Comments:
Sub-questions
16.10.1 Is the cargo manifold arrangement satisfactory with safe access provided for
connection and disconnection of arms and hoses?
16.10.2 Is the manifold area clear of obstructions, which could interfere with the
automatic release of the hard arms?
16.10.3 Is the cargo manifold pressure gauge fitted outboard of the manifold valves? IGC 13.4.3
Local-reading manifold pressure gauges should be provided to indicate the GC 13.4.3
pressure between the stop valves and hose connections to the shore.
(IGC and GC 13.4.3)
16.10.4 Is a temperature gauge fitted at the manifold?
16.10.5 Are the manifolds fitted with drain lines and purge points, and are they
valved and capped?
16.10.6 Are liquid spill arrangements adequate and where necessary, take into IGC 5.2.1.3
account the lowest temperature cargoes, which the vessel is certified to GC 5.2.2
carried?
Where leakage can be anticipated, such as at shore connections and at
pump seals, protection for the hull beneath should be provided.
(IGC 5.2.1.3 and GC 5.2.2)
16.10.7 If manifold strainers are capable of being by-passed, confirm that this is not
being done.
6
16.11 Is the cargo reliquefaction plant and associated Y N NS NA
machinery in a satisfactory condition?
Comments:
Sub-questions
16.11.1 Are the compressors and associated equipment in a satisfactory condition? IGC 7.2.1
There should be records available of the pressure testing of the cargo
condensers.
16.11.2 Is the cargo plant instrumentation in a satisfactory condition, and are there
records of calibration available?
16.11.3 Are the compressor and motor rooms clean and free of combustible
material?
16.11.4 Is the compressor ventilation system maintained negative pressure and
operating satisfactory?
16.11.5 Are the bulkhead seals between the compressor room and the motor room IGC 3.3.2
gas tight and well lubricated?
Lubricated reservoirs, when fitted, should be checked to ensure there
contains sufficient oil.
16.11.6 Are gas detectors fitted in the appropriate position for the cargo being
carried?
Sampling heads should be at deck level for all cargoes except ammonia and
LNG.
16.11.7 Is the compressor room well lit and are the light fittings suitable for use in
gas-hazardous areas and in good condition?
16.11.8 Is the compressor room free of gas leaks?
16.11.9 If the motor room is located in a gas-hazardous area, is it provided with an IGC 1.3.17; 3.6
air lock suitably alarmed to prevent both doors being opened at the same GC 1.4.16
time, and gas detection?
A gas hazardous zone is:
• A zone on the open deck within 3 metres of any cargo tank outlet,
gas or vapour outlet, cargo pipe flange or cargo valve or of
entrances and ventilation openings to cargo pump rooms and cargo
compressor rooms;
• The open deck over the cargo area and 3 metres forward and aft of
the cargo area on the open deck up to a height of 2.4 metres above
the weather deck;
• A zone within 2.4 metres of the outer surface of a cargo
containment system where such surface is exposed to the weather;
• An enclosed or semi-enclosed space in which pipes containing
product are located;
• A compartment for cargo hoses; or
• An enclosed or semi-enclosed space having a direct opening into
any gas-hazardous zone.
16.11.10 Is the motor room ventilation system maintaining positive pressure and
operating satisfactory?
16.12 Are the cargo tank venting arrangements Y N NS NA

satisfactory?
Comments:
7
Sub-questions
16.12.1 Have the safety relief valves been tested and are the test certificates IGC 8.2
onboard? GC 8.2
Pressure relief valves should be set and sealed by a competent authority
acceptable to the Administration and a record of this action, including the
values of set pressure, should be retained on board the ship.
In the case of cargo tanks permitted to have more than one relief valve
setting this may be accomplished by:
• Installing two or more properly set and sealed valves and providing
means as necessary for isolating the valves not in use from the cargo
tank; or
• Installing relief valves whose settings may be charged by the
insertion of previously approved spacer pieces or alternative springs
or by other similar means not requiring pressure testing to verify the
new set pressure. All other valve adjustments should be sealed.
(IGC and GC 8.2.5 and 6)
16.12.2 If the cargo tank safety relief valve settings can be altered, are the IGC 8.2.7
appropriate settings being used for the cargo carried, and are the current GC 8.2.7
settings prominently displayed in the cargo control position and at the valves?
The changing of the set pressure in the case of cargo tanks permitted to have
more than one relief valve setting should be carried out under the supervision
of the master in accordance with procedures approved by the Administration
and specified in the ship’s operating manual. Changes in set pressures should
be recorded in the ship’s log and a sign posted in the cargo control room, if
provided, and at each relief valve, stating the set pressure.
(IGC and GC 8.2.7)
16.12.3 Are expansion below, if fitted in the vent lines, in a satisfactory condition?
16.12.4 Is the vent slack outlet fitted with a protective screen? IGC 8.2; 17.10
Suitable protection screens should be fitted on vent outlets to prevent the GC 8.2; 17.15
ingress of foreign objects. They should be fitted after removal of flame
screens. (IGC and GC 8.2.14, IGC 17.10 and GC 17.15)
16.12.5 Where required, is the vent slack fitted with an approved flame screen, and IGC 17.10
are records to show that it has been regularly inspected? GC 17.15
Where required by the note 17.10 in column ‘l’ of Chapter 19, (Diethyl ether,
Ethylene oxide-Propylene oxide mixtures with an E-o content of not more
than 30%, Isoprene, Isopropyl amine, Monoethylamine, Pentanes, Pentene,
Propylene oxide, Vinyl ethyl ether and Vinylidine chloride) cargo tank vent
outlets should be provided with readily renewable and effective flame screens
of safety heads of an approved type. (IGC 17.10 and GC 17.15)
16.12.6 Where the discharges from the liquid pressure relief valves are led directly to IGC 5.2.1.7
the vent mast, is there a means to assist vaporisation such as puddle heater? GC 5.2.5
Relief valves discharging liquid cargo from the cargo piping system should
discharge into the cargo tanks; alternatively they may discharge to the cargo
tank vent mast if means are provided to detect and dispose of any liquid
cargo, which may flow into the vent system. (IGC 5.2.1.7 and GC 5.2.5 (b))
16.13 Is the gas detection equipment in a satisfactory Y N NS NA

condition?
Ref: IGC 13.6; GC13.6
A permanently installed system of gas detection and audible and
visual alarms should be provided for:
• Cargo pump-rooms;
• Cargo compressor rooms;
• Motor rooms for cargo handling machinery;
• Cargo control rooms unless designated gas-safe;
8
• Other enclosed spaces in the cargo area where vapour may
accumulate;
• Airlocks.
(IGC and GC 13.6)
The fixed gas detection system should be switched on at all times.
Comments:
Sub-questions
16.13.1 Is a source of span gas available, and are there records showing that regular IGC 7.2.1
checks are made one the fixed gas detection system?
16.14 Is the vessel provided with safety equipment as Y N NS NA

required by the IG, GC or EGC Codes?
Comments:
Sub-questions
16.14.1 If the vessel has a cargo capacity greater than 5000 m3, is the additional
fireman’s outfit carried?
16.14.2 Are there at least two complete sets of safety equipment on board, and are IGC 14.2
they in a satisfactory condition? GC014.3
Sufficient, but not less than two complete sets of safety equipment should be
provided. Each sets should consist of:
• A self contained air-breathing apparatus having a capacity of at least
1200 litres of free air;
• Protective clothing, boots, gloves and tight-fitting goggles;
• Steel-cored rescue line with belt; and
• Explosion proof lamp.
An adequate supply of compressed air should be provided and should consist
of:
• One set of fully charged spare air cylinder for each breathing
apparatus;
• A special air compressor suitable for the supply of high pressure air
for the above; and
• A charging manifold; OR
• Fully charged spare air cylinders with a total free air capacity of at
least 6000 litres for each breathing apparatus.
Alternatively, the Administration may accept a low-pressure airline system.
(IGC 14.2 and GC 14.3)
16.14.3 Is suitable protective equipment available for all crewmembers engaged in IGC 14.4.4
cargo operation? GC 17.2.3
Protective equipment and safety equipment should be kept in suitable, clearly
marked lockers in readily acceptable places. (IGC 14.2.5 and GC 14.2)
16.14.4 Where required in vessels of a cargo capacity of 2000 m3 and over, are the IGC 14.4.4
two additional sets of safety equipment on board? Gc 17.2.3
Where required by the note 14.4.4 in column ‘h’ of Chapter 19,
(Acetaldehyde, Ammonia, Chlorine, Dimethylamine, Ethylene oxide, Methyl
bromide, Monoethylamine, Pentanes, Pentene, and Sulphur dioxide), two
complete sets of safety equipment with at least three spare charged air
cylinders each should be provided. (IGC 14.4.4 ans Gc 17.2.3)
16.14.5 Are emergency escape sets provided for all personnel, plus two sets in the IGC 14.4.2
wheelhouse?
Where required by the note 4.4.2 in column ‘h’ of Chapter 19, (Ammonia,
Chloride, Diethyl ether, Dimetylamine, Ethylene oxide, Isopropyl amine,
Methyl bromide, Monoethylamine, Sulphur dioxide, Vinyl chloride, Vinyl ethyl
ether and Vinylidine chloride), respiratory and eye protection should be
9
provided subject to the following:
• Filter type respiratory protection is unacceptable;
• Self-contained should not be used for fire fighting or cargo handling
purpose.
16.14.6 Are decontamination showers and eyewash provided on deck in suitably IGC 14.4.3
marked locations? GC 17.2.3
Where required by the note 14.4.3 in column ‘l’ of Chapter 17, (Acetaldehyde,
Ammonia, Chlorine, Diethyl ether, Dimethylamine, Ethylene oxide, Ethylene
oxide-Propylene oxide mixtures with an E-o content of not more than 30%,
Isoprene, Isopropyl amine, Methyl bromide, Monoethylamine, Propylene
oxide, Sulphur dioxide, Vinyl chloride, Vinyl ethyl ether and Vinylidene
chloride), showers and eye-washes operable in all ambient conditions should
be provided.
(IGC 14.4.3 and GC 17.2.2. Note the requirement to be operable in all
ambient conditions applies only to IGC vessels)
16.15 Does the vessel comply with SOLAS fire fighting Y N NS NA

regulations, as supplemented by the IGC, Gc and
EGC Codes?
Comments:
Sub-questions
16.15.1 Is the water spray system in a satisfactory condition? IGC 11.3
On ships carrying flammable or toxic products, a water-spray system for GC 11.3
cooling, fire prevention and crew protection should be installed to cover:
• Exposed cargo tank domes and any exposed parts of cargo tanks;
• Exposed on-deck storage vessels for flammable or toxic products;
• Cargo liquid and vapour discharge manifolds and the area of their
control valves and any other areas where essential control valves are
situated and which should be at least equal to the area of the drip
trays; and
• Boundaries of superstructures and deckhouses normally manned,
cargo compressor rooms, cargo pump rooms, and storerooms
containing high fire risk items and cargo control rooms, all facing the
cargo area. Boundaries of unmanned forecastle structures not high
fire risk items do not require water spray protection.
• (IGC and GC 11.3)
16.15.2 Is the chemical dry powder system in a satisfactory condition? IGC 11.4
Ships in which the carriage of flammable products is intended should be fitted GC 11.4
with fixed dry chemical powder type extinguishing system in accordance with
the following:
• the system should be capable of delivering powder form at least two
hand hose lines or combination monitor/hand hose lines to any part
of the above-deck exposed cargo area;
• the system should be activated by an inert gas such as nitrogen;
• the system for use in the cargo area should consist of at least two
independent self-contained chemical powder units, except for ship
with a cargo capacity of less than 1000 m3 only one such unit need
be fitted;
• a monitor should be provided and be so arranged as to protect the
cargo loading and discharge manifold area;
• all hand hose lines and monitors should be capable of actuation at
the hose storage reel or monitor;
• hand hose lines should be non-kink able and be fitted with a nozzle
of on/off operation, the length of the hand hose should not exceed
33 metres;
10
• at least one hand hose or monitor should be situated at the aft of the
cargo area.
(IGC and GC 11.4)
16.15.3 Are the cargo space smothering system in a satisfactory condition? IGC 11.5
Under the IGC Code, cargo compressor and cargo pump rooms should be GC 11.5
provided with a carbon dioxide system. These spaces in ships dedicated to
the carriage of a restricted number of cargoes should be protected by an
appropriate fire fighting system approved by the Administration.
Under the GC Code, the spaces should be provided with a fixed installation,
which is capable of extinguishing a fire within the space.
(IGC and GC 11.5)

to those, which the Inspector may make in response to the specific key questions in the Chapter,
11
226
16. GAS CARRIER SUPPLEMENT
16.1 Is the required statutory documentation valid ?

16.1.2 Are Damage Stability Guidelines available ?
IGC 2.2.3; 2.2.5 Guidelines for the uniform application of the BCH and GC Codes
Refer to documents
16.2 Is adequate cargo information available ?

16.2.1 Is information on cargo loading limitations available ?
IGC 18.2.1
Refer to document
16.2.2 Is adequate information available, including a cargo stowage plan, for the safe carriage
of the cargo ?
IGC 18.1
Refer to document
16.2.3 If the cargo is required to be inhibited, is the required information available ?

IGC 17.8; 18.1.2
Refer to documents
16.2.4 Is a cargo compatibility chart available ?

IGC 18.2.2
Refer to document
16.5 Is the Emergency Shut Down (ESD) System in a satisfactory

condition ?
227
16.5.2 Is the ESD system designed to be fail-safe ?

IGC 5.6.4; GC 5.3.4(a)
IGC
5.6.4 The control system for all required emergency shutdown valves should be so arranged that all such valves
may be operated by single controls situated in at least two remote locations on the ship. One of these
locations should be the control position required by 13.1.3 or cargo control room. The control system should
also be provided with fusible elements designed to melt at temperature between 980C and 1040C which will
cause the emergency shutdown valves to close in the event of fire. Locations for such fusible elements should
include the tank domes and loading stations. Emergency shutdown valves should be of the fail-closed (closed
on loss power) type and be capable of loacal manual closing operation. Emergency shutdown valves in
liquid piping should fully close under all service conditions within 30 seconds of actuation. Information about
the closing time of the valves and their operating characteristics should be available on board and the closing
time should be verifiable and reproducible. Such valves should close smoothly.
GC 5.3.4(a)
Refer to document
16.5.4 Are the ESD fusible plugs fitted on the liquid domes and in the vicinity of the manifolds,
and are they in a satisfactory condition ?
IGC 5.6.4; GC 5.3.4
IGC 5.6.4
See 16.5.2
GC 5.3.4(a)
Refer to document
16.5.5 Are all ESD manifold valves and tank filling valves tested and timed to close within 30
seconds ?
IGC 5.6.4 and GC 5.3.4(b), IGC 5.6.1.3 and GC 5.3.1(c)
Refer to documents
16.6 Is the cargo monitoring instrumentation in a satisfactory

condition ?
16.6.1 Are the cargo tank high level alarms independent of the gauging system, and, in the case
of IGC vessels, also independent of the high level shut-down (overflow control) system?
IGC 13.3; GC 13.3
13.3 Overflow control
13.3.1 Except as provided in 13.3.2, each cargo tank should be fitted with a high level alarm operating independently of
other liquid level indicators and giving an audible and visual warning when activated. Another sensor operating
independently of the high liquid level alarm should automatically actuate a shutoff valve in a manner which will
both avoid excessive pressure in the loading line and prevent the tank from becoming liquid full. The emergency
shutdown valve refered to in 5.6.4 may be used for this purpose. If another valve is used for this purpose, the same
information as referred to in 5.6.4 should be available on board. During loading, whenever the use of these valves
228
may possibly create a potential excess pressure surge in the loading system, the Administration and the port Admin.
may agree to alternative arrangements such as limiting the loading rate, etc.
13.3.2 A high liquid level alarm and automatic shutoff of cargo tank filling need not be required when the cargo tank :
.1 is a pressure tank with a volumw not more than 200 m3; or

.2 is designed to withstand the maximum possible pressure during the loading operation and such pressure is below
that of the start-to discharge pressure of the cargo tank relief valve.
13.3.3 Electrical circuits, if any, of level alarms should be capable of being tested prior to loading.
16.6.4 Are all cargo tank ullage, temperature and pressure gauges in a satisfactory condition ?
IGC 13.4.1; 13.4.4; 13.5.1; GC 13.4.1; 13.4.4; 13.5.1
Refer to documents
16.7 Are tank domes and associated fittings in a satisfactory

condition ?
16.7.4 Are void seals, if fitted, in a satisfactory condition ?
IGC 9.2, 9.3; GC 9.2, 9.3
16.8 Are cargo pumping arrangements satisfactory ?

Refer to documents
16.8.4 Are local pump controls and monitoring equipment in satisfactory condition ?
IGC 13.4.2; GC 13.4.2
Refer to documents
16.8.8 Is an emergency discharge method available ?

IGC 5.8.1; GC 5.5.1
IGC 5.8.1
5.8 Cargo transfer methods
5.8.1 Where cargo transfer is by means of cargo pumps not accessible for repair with the tanks in service, at least two
separate means should be provided to transfer cargo from each cargo tank and the design should be such that
failure of one cargo pump, or means of transfer, will not prevent the cargo transfer by another pump or pumps, or
other cargo transfer means.
GC 5.5.1
Refer to document
229
______________________________________________________________________________________________________
16.9 Are deck pipelines in a satisfactory condition ?
16.9.2 Is there means to prevent brittle fracture by isolating cargo lines from contact with mild
steel
IGC 5.2.1.3; GC 5.2.2
IGC 5.2.1.3
5.2.1.3 Low temperature piping should be thermally isolated from the adjacent hull structure, where necessary, to prevent
the temperature of the hull from falling below the designed temperature of the hull material. Where liquid piping
is dismantled regularly, or where liquid leakage may be anticipated, such as at shore connections and at pump
seals, protection for the hull beneath should be provided.
GC 5.2.2
Refer to document
16.9.4 Are the electrical bonding arrangements across gasketed pipeline connections in a
IGC 5.2.1.4
5.2.1.4 Where tanks or piping are separated from the ship’s structure by thermal isolation, provision should be made for
electrically bonding both the piping and the tanks. All gasketed pipe joints and hose connections should be
electrically bonded.
16.9.5 Are cargo pipeline expansion arrangements in a satisfactory condition ?

IGC 5.2.1.2; 5.4.5; GC 5.2.1(b)
IGC 5.2.1.2
5.2.1.2 Provison should be made by the use of offsets, loops, bends, mechanical expansion joints such as bellows, slip
joints and ball joints or similar suitable means to protect the piping system components and cargo tanks from
excessive stresses due to thermal movement and from movements of the tank and hull structure. Where mechanical
expansion joints are used in piping they should be held to a minimum and, where located outside cargo tanks,
should be of bellows type.
GC 5.2.1(b)
Refer to document
16.9.6 Are liquid lines fitted with a means of relieving over-pressure ?

IGC 5.2.1.6; GC 5.2.5(a)
Refer to documents
16.9.7 Are cargo pipelines free of screwed-in connections ?

IGC 5.4.2.3; GC 5.2.10(b)(iii)
Refer to documents
16.9.8.1.1 Are suitable arrangements provided to prevent the backflow of cargo vapour into the
inert gas system ?
IGC 9.4.5; GC 9.4.5
Refer to documents
230
16.10 Are cargo manifold arrangements satisfactory ?

16.10.3 Is the cargo mainfold pressure gauge fitted outboard of the manifold valves?
IGC 13.4.3; GC 13.4.3
Refer to documents
16.11 Is the cargo reliquefaction plant and associated machinery

in a satisfactory condition ?
16.11.1 Are the compressors and associated equipment in a satisfactory condition ?
IGC 7.2.1
7.2 Refrigeretion systems
7.2.1 A refrigeration system should consist of one or more units capable of maintaining the required cargo pressure /
temperature under conditions of the upper ambient design temperatures. Unless an alternative means of controlling
the cargo pressure / temperature is provided to the satisfaction of the Administration, a stand-by unit should be
provided. A stand-by unit (or units) affording spare capacity at least equal to the largest required single unit should
be provided. A stand-by unit should consist of a compressor with its driving motor, control system and any
necessary fittings to permit operation independently of the normal service units. A stand-by heat exchanger should
be provided unless the normal heat exchanger has an excess capacity of at least 25% of the largest required capacity.
Separate piping systems are not required.
16.11.5 Are the bulkhead seals between the compressor room and the motor room gas tight and
well lubricated ?
IGC 3.3.2
3.3.2 Where pumps and compressors are driven by shafting passing through a bulkhead or deck, gastight seals with
efficient lubrication or other means of ensuring permanence of the gas seal should be fitted in way of the bulkhead
or deck.
16.11.9 If the motor room is located in a gas-hazardous area, is it provided with an air-lock
suitably alarmed to prevent both doors being opened at the same time, and gas
detection ?
IGC 1.3.17; 3.6; GC 1.4.16
IGC 1.3.17
Refer to document
3.6 Airlocks
3.6.1 An airlock should only be permitted between a gas-dangerous zone on the open weather deck and a gsa-safe space
and should consist of two steel doors substantially gastight spaced at least 1.5 m but not more than 2.5 m apart.
3.6.2 The doors should be self closing and without any holding back arrangements
231
3.6.3 An audible and visual alarm system to give a warning on both sides of the airlock should be provided to indicate if
more than one door is moved from the closed position.
3.6.4 In ships carrying flammable products, electrical equipment which is not of certified safe type in spaces protected by
airlocks should be de-energized upon loss of overpressure in the space (see also 10.2.5.4). Electrical equipment that
is not of the certified safe type for manoeuvering, anchoring and mooring equipment as well as the emergency fire
pumps should not be located in spaces to be protected by airlocks.
3.6.5 The airlock space should be mechanically ventilated from a gas-safe space and maintained at an overpressure to the
gas-dangerous zone on the open weather deck.
3.6.6 The airlock space should be monitored for cargo vapour.
3.6.7 Subject to the requirements of the International Convention on Load Lines in force, the door sill should not be less
than 300 mm in height.
GC 1.4.16
Reer to ocuent
16.12 Are the cargo tank venting arrangements satisfactory ?

16.12.1 Have the safety relief valves been tested and are the test certificates onboard ?
IGC 8.2; GC 8.2
Refer to documents
16.12.2 If the cargo tank safety relief valve setting can be altered, are the appropriate settings
being used for the cargo carried, and are the cargo settings prominently displayed in
the cargo control position and at the valves ?
IGC 8.2.7; GC 8.2.7
8.2.7 The changing of the set pressure under the provisions of 8.2.6 should be carried out under the supervisionv of the
master in accordance with procedures approved by the Administration and specified in the ship’s operating manual.
Changes in set pressures should be recorded in the ship’s log and a sign posted in the cargo control room, if provided,
and at each relief valve, stating the set pressure.
16.12.4 Is the vent stack outlet fitted with a protective screen ?

IGC 8.2, 17.10; GC 17.15
Refer to documents
16.12.5 Where required, is the vent stack fitted with an approved flame screen, and are these
records to show that it has been regularly inspected ?
IGC 17.10; GC 17.15
Refer to documents
16.12.6 Where the discharges from the liquid pressure relief valves are led directly to the vent
mast, is there a means to assist vaporisation such as a puddle heater ?
IGC 5.2.1.7; GC 5.2.5(b)
5.2.1.7 Relief valves discharging liquid cargo from the cargo piping system should discharge into the cargo tanks;
alternatively they may discharge to the cargo vent mast if means are provided to detect and dispose of any liquid
cargo which may flow into the vent system. Relief valves on cargo pumpsshould discharge to the pump suction.
232
GC 5.2.5(b)
Refer to document
16.13 Is the gas detection equipment in a satisfactory condition ?

IGC 13.6; GC 13.6
IGC 13.6
13.6 Gas detection requirements
13.6.1 Gas detection equipment acceptable to the Administrationand suitable for the gases to be carried should be provided
in accordance with column “f” the table of Chapter 19.
13.6.2 In every installation, the position of fixed sampling heads should be determined with due regards to the density of
the vapours of the products intended to be carried and the dilution resulting from compartment purging or
ventilation.
13.6.3 Pipe runs from sampling heads should not led through gas-safe spaces except as permitted by 13.6.5
13.6.4 Audible and visual alarms from the gas detection equipment, if required by this section, should be located on the
navigating bridge, in the control position required by 13.1.3, and at the gas detector readout location.
13.6.5 Gas detectionequipment may be located in the control position required by 13.1.3, on the navigating bridge or at
other suitable locations. When such equipment is located in a gas-safe space the following conditions should be
met :
.1 gas-sampling lines should have shutoff valves or an equivalent arrangement to prevent cross-communication
with gas-dangerous spaces; and
.2 exhaust gas from the detector should be discharged to the atmosphere in a safe location.
13.6.6 Gas detection equipment should be so designed that it may be readily tested. Testing and calibration should be
carried out at reguler intervals. Suitable equipment and span gas for this purpose should be carried on board.
Where practicable, permanent connections for such equipment should be fitted.
13.6.7 A permanently installed system of gas detection and audible and visual alarms should be provided for:
.1 cargo pump-rooms;
.2 cargo compressor rooms;
.3 motor rooms for cargo handling machinery;
.4 cargo control rooms unless designated as gas-safe;
.5 other enclosed spaces in the cargo area where vapour may accumulate including hold spaces and inter-barrier
spaces for independent tanks other than type C;
.6 ventilation hoods and gas ducts where required by chapter 16; and
.7 airlocks
13.6.8 The gas detection equipment should be capable of sampling and analysing for each sampling head location
sequentially at intervals not exceeding 30 minutes, except that in the case of gas detection for the ventilation hoods
and gas ducts referred to in 13.6.7.6 sampling should be continuous. Common sampling lines to the detection
equipment should not be fitted.
13.6.9 In the case of products which are toxic or both toxic and flammable, the Administration , except when column “h”
in the table of chapter 19 refers to 17.9, may authorize the use of portable equipment for detection of
233
toxic products as an alternative to a permanently installed system, if such equipment is used before personnel enter
the spaces listed in 13.6.7 and at 30 minutes intervals while they remain therein.
13.6.10 For the spaces listed in 13.6.7, alarms should be activated for flammable products when the vapour concentration
reaches 30% of the lower flammable limit.
13.6.11 In the case of flammable products, where cargo containment systems other than independent tanks are used, hold
spaces and inter-barrier spaces should be provided with a permanently installed gas detection system capable of
measuring gas concentration of 0% to 100% by volume. The detection equipment, equipped with audible and
visual alarms, should be capable of monitoring from each sampling head location sequentially at intervals not
exceednig 30 minutes. Alarms should be activated when vapour concentration reaches the equivalent of 30% of the
lower flammble limit in air or such other limit as may be approved by the Administration in the light of particular
cargo containment arrangements. Common sampling lines to the detectionequipment should not be fitted.
13.6.12 In the case of toxic gases, hold spaces and inter-barrier spaces should be provided with a permanently installed
piping system for obtaining gas samples from the spaces. Gas from these spaces should be sampled and analysed
from each sampling head location by means of fixed or portable equipment at intervals not exceeding 4 hours and in
any event before personnel enter the space and at 30 minutes intervals while they remain therein.
13.6.13 Every ship should be provided with at least two sets of portable gas detection equipment acceptable to the
Administration and suitable for the products to be carried.
13.6.14 A suitable instrument for the measurement of oxygen levels in inert atmospheres should be provided.
16.14 Is the vessel provided with safety equipment as required by

the IG, GC or EGC Codes ?
16.14.2 Are there at least two complete sets of safety equipment on board, and are they in a
IGC 14.2; GC 14.3
IGC
14.2 Safety equipment
14.2.1 Sufficient, but not less than two complete sets of safety equipment in addition to the firemen’s outfits required by
11.6.1. each permitting personnel to enter and work in a gas filled space, should be provided.
14.2.2 One complete set of safety equipment should consist of :
.1 one self-contained air-breathing apparatus not using stored oxygen, having a capacity
of at least 1,200 l of free air;
.2 protective clothing, boots, gloves and tight-fitting goggles;
.3 steel-cored rescue line with belt; and
.4 explosion-proof lamp.
14.2.3 An adequate supply of compressed air should be provided and should consist either of:
.1 one set of fully charged spare air bottles for each breathing apparatus required by 14.2.1;
a special air compressor suitable for the supply of high-pressure air of the required purity; and
a charging manifold capable of dealing with sufficient spare breathing apparatus air bottles for the breathing
apparatus required by 14.2.1; or
234
.2 fully charged spare air bottles with a total free air capacity of at least 6,000 l for each breathing apparatus
required by 14.2.1
14.2.4 Alternatively, the Administration may accept a low-pressure air line system with hose connection suitable for use
with the breathing apparatus required by 14.2.1. This system should provide sufficient high-pressure air capacity
to supply, through pressure reduction devices, enough low-pressure air to enable two men to work in a gas-
dangerous space for at least 1 h without using the air bottles of the breathing apparatus. Means should be
provided for reacharging the fixedair bottles from a special air compressor suitable for the supply of high-
pressure air of the required purity.
14.2.5 Protective equipment required in 14.1 and safety equipment required in 14.2.1 should be kept in suitable, clearly
marked lockers located in readily accessible places.
14.2.6 The compressed air equipment should be inspected at least once a month by a responsible officer and the
inspection recorded in the ship’s log-book, and inspected and tested by an expert at least once a year.
16.14.3 Is suitable protective equipment available for all crew members engaged in cargo
operations ?
IGC 14.2.5; GC 14.2
See 16.14.2
16.14.4 Where required in vessels of a cargo capacity of 2000 m3 and over, are the two
additional sets of safety equipment on board ?
IGC 14.4.4; GC 17.2.3
Refer to documents
16.14.5 Are emergency escape sets provided for all personnel, plus two sets in the wheelhouse ?
IGC 14.4.2
14.4.2 Respiratory and eye protection suitable for emergency escape purposes should be provided for every person on
board, subject to the following:
.1.1 filter type respiratory protection is unacceptable;

.1.2 self contained breathing apparatus should have normally a duration of at least 15 minutes;
.2 emergency escape respiratory protection should not be used for fire fighting or cargo handling purposes and
should be marked to that effect;
.3 two additional sets of the above respiratory and eye protection should be permanently located in the navigating
bridge.
16.14.6 Are decontamination showers and an eye-wash provided on deck in suitable marked
locations ?
IGC 14.4.3; GC 17.2.2
IGC 14.4.3
14.4.2 Suitably marked decontamination showers and an eyewash should be available on deck in convenient locations.
The showers and eyewash should be operable in all ambient conditions.
GC 172.2
Refer to document
235
16.15 Does the vessel comply with SOLAS fire fighting regulations
as supplemented by the IGC, GC or EGC Codes ?
16.15.1 Is the water spray system in a satisfactory condition ?
IGC 11.3; GC 11.3
IGC 11.3
11.3 Water-sraysem
11.3.1 On ships carrying flammable or toxic products or both, a water-spray system for cooling, fire prevention and crew
protection should be installed to cover:
.1 exposed cargo tank domes and any exposed parts of cargo tanks;
.2 exposed on-deck storage vessels for flammable or toxic products;
.3 cargo liquid and vapour discharge and loading manifolds and the area of their control valves and any other areas
where essential control valves are situated and which should be at least equal to the area of the drip trays
provided; and
.4 boundaries of superstructures and deckhouses normally manned, cargo compressor rooms, cargo pump-rooms,
store-rooms containing high fire risk items and cargo control rooms, all facing the cargo area. Boundaries of
unmanned forecastle structures not containing high fire risk items or equipment do not require water-spray
protection.
11.3.2 The system should be capable of covering all areas mentioned in 11.3.1 with a uniformly distributed water-spray
of at least 10 l/m2 per minute for horizontal projected surfaces and 4 l/m2 per minute or vertical surfaces. For
structures having no clearly defined horizontal or vertical surfaces, the capacity of water-spray system should be
greater of the following:
.1 projected horizontal surface multiplied by 10 l/m2 per minute; or

.2 actual surface multiplied by 4 l/m2 per minute.
On vertical surfaces, spacing of nozzles protecting lower areas may take into account of anticipated rundown
from higher areas. Stop valves should be fitted at intervals in the spray main for the purpose of isolating damaged
sections. Alternatively, the system may be divided into two or more sections which may be operated
independently provided the necessary controls are located together, aft of the cargo area. A section protecting any
area included in 11.3.1.1 and.2 should cover the whole of the athwartship tank grouping which includes that area.
11.3.3 The capacity of the water-spray pumps should be sufficient to deliver the required amount of water to all areas
simultaneously or where the system is divided into sections, the arrangements and capacity should be such as to
supply water simultaneously to any one section and to the surfaces specified in 11.3.1.3 and .4. Alternatively, the
main fire pumps may be used for this service provided that their total capacity is increased by the amount needed
for the spray system. In either case, a connection, through a stop valve, should be made between the fire main and
water spray main outside the cargo area.
11.3.4 Subject to the approval of the Administration, water pumps normally used for other services may be arranged to
supply the water-spray main.
11.3.5 All pipes, valves, nozzles and other fittings in the water-spray systems should be resistant to corrosion by
seawater, for which purpose galvanized pipe, for example, may be used, and to the effect of fire.
11.3.6 Remote starting of pumps supplying the water spray system and remote operation of any normally closed valves
in the system should be arranged in suitable locations outside the cargo area, adjacent to the accommodation
spaces readily accessible and operable in the event of fire in the areas protected.
16.15.2 Is the chemical dry powder system in a satisfactory condition ?

IGC 11.4; GC 11.4
IGC
11.4 Dry chemical powder fire-extinguishing systems

236
11.4.1 Ships in which carriage of flammable products is intended should be fitted with fixed dry chemical powder type
extinguishing systems for the purpose of fighting fire on the deck in the cargp area and bow or stren cargo handling
areas if applicable. The system and the dry chemical powder should be adequate for this purpose and satisfactory to
the Administration.
11.4.2 The system should be capable of delivering powder from at least two hand hose lines or combination monitor/hand
hose lines to any part of the above-deck exposed cargo area including above-deck product piping. The system
should be activated by an inert gas such as nitrogen, used exclusively for this purpose and stored in pressure
vessels adjacent to powder containers.
11.4.3 The system for use in the cargo area should consist of at least two independent self-contained dry chemical powder
units with associated controls, pressurisin medium, fixed piping, monitors or hand hose lines. For ships with a
cargo capacity of less than 1,000 m3 only one such unit need be fitted, subject to approval by the Administration.
A monitor should be provided and so arranged as to protect the cargo loading and discharging manifold areas and
be capable of actuation and discharge 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. All hand hose lines and
monitors should be capable of actuation at the hose storage reel or monitor. At least one hand hose line or monitor
should be situated at the after end of the cargo area.
11.4.4 A fire-extinguishing unit having two or more monitors, hand hose lines, or combinations thereof, should have
independent pipes with a manifold at the powder container, unless a suitable alternative means is provided to
ensure proper performance as approved by the Administration. Where two or more pipes are attached to a unit the
arrangement should be such that any or all of the monitors and hose lines should be capable of simultaneous or
sequential operation at their rated capacities.
11.4.5 The capacity of a monitor should be not less than 10 kg/s. Hand hose lines should ne non-kinkable and be fitted
eith a nozzle of on/off operation and discharge at a rate not less than 3.5 kg/s.The maximum discharge rate should
be such as to allow operation by one man. The length of a hand hose line should not exceed 33m. Where fixed
piping is provided between the powder container and a hand hose line or monitor, the legth of piping shlould not
exceed that length which is capable of maintaining the powder in a fluidized state during sustained or intermitent
use, and which can be purged of powder when the system is shut down. Hand hose lines and nozzles should be of
weather-resistant constrauction or stored in weather-resistant housing or covers and be readily accessible.
11.4.6 A sufficient quantity of dry chemical powder should be stored in each container to provide a minimum 45 s
dischargetime for all monitors and hand hose lines attached to each powder unit. Coverage from fixed monitors
should be in accordance with the following requirements:
Capacity of fixed monitors (kg/s) each: 10 25 45
Maximum distance of coverage (m): 10 30 40
Hand hose lines should be considered to have a mximum effective distance of coverage equal to the length of
hose. Special consideration should be given where areas to be protected are substantially higher than the monitor
or hand hose reel locations.
11.4.7 Ships fitted with low bow or stren loading and discharge arrangements should be provided with an additional dry
chemical powder unit complete with at least one monitor and one hand hose line complying with the requirements
of 11.4.1 to 11.4.6 This additional unit should be located to protect the bow or stern loading and discharge
arrangements. The area of the cargo line forward or aft of the cargo area should be protected by hand hose lines.
16.15.3 Are the cargo space smothering systems in a satisfactory condition ?

IGC 11.5; GC 11.5
IGC 11.5 Cargo compressor and pump-rooms
11.5.1 The cargo compressor and pump-rooms of any ship should be provided with a carbon dioxide system as apecified
in regulation II-5/5.1 and .2 of the 1974 SOLAS Convention, as ammended. A notice should be exhibited at the controls stating
that the system is only to be used for fire extinguishing and not for inerting purposes, due to electrostatic ignition hazard. The
alarms referred to in regulation II-2/5.1.6 of the 1983 SOLAS ammendments should be safe for use in flammable cargo
vapour-air mixture.
237
For the purpose of this requirement, an extinguishing system should be provided which would be suitable for machinery
spaces. However, the amount of carbon dioxide gas carried should be sufficient to provide a quantity of free gas equal to 45%
of the gross volume of the cargo compressor and pumprooms in all cases.
11.5.2 Cargo compressor and pumprooms of ships which are dedicated to the carriage of a restricted number of cargoes
should be protected by an appropriate fire extinguishing system approved by the Administration.
Chapter 17. Combination Carrier Supplement
The inspection of combination carriers should be conducted only when the vessel is operating
in the ‘wet’ mode.
17.1 Are the Master and officers sufficiently Y N NS NA

experienced for this class of vessel?
Comments:
Sub-questions
17.1.1 Does the Master and least two officers have experience in combination carriers
including one year operating in wet service?
17.2 Is vessel being operated with due regard to Y N NS NA

stability considerations?
Ref: ISGOTT 12.4.2
Comments:
17.3 Are longitudinal stresses maintained within design Y N NS NA

limits throughout operations?
Ref: ISGOTT 12.5
Comments:
17.4 Are hatch covers sealed and gas tight? Y N NS NA

Ref: ISGOTT 12.7.1, 12.7.2
Particular attention should be paid to the checking of hatch sealing,
corners of hatches and the adjacent decks which are prone to
cracks. It is generally accepted as proper industry practice that
OBO’s arrive at a terminal with a minimum tank pressure of 500 mm
tank pressure.
Comments:
17.5 Are ballast tanks free of any leakage from cargo Y N NS NA

tanks?
Ref: ISGOTT 12.11
Comments:
1
17.6 If the vessel is fitted with a tunnel, is it monitored Y N NS NA
for gas throughout the voyage and is a log of
monitoring and testing maintained?
Comments:
Sub-questions
17.6.1 Is the bilge of liquid high level alarm for pipe tunnel operational?
The access manhole into the tunnel should be kept closed except when
removed for access.
17.6.2 Is a system implemented to check, by s fixed or portable gas monitoring
equipment, the stool spaces routinely used for the installation of heating coils
between hatches?

to those, which the Inspector may make in response to the specific key questions in the Chapter,
END OF PART ONE
2
238
17. COMBINATION CARRIER

SUPPLEMENT
17.2 Is vessel being operated with due regard to stability

considerations?
ISGOTT 12.4.2
12.4.2 Loss of Stability
Particular care should be taken when loading or discharging liquid cargo from combination carriers and when handling ballast
such ships to ensure that the total free surface effect of cargo and ballast tanks is kept within safe limits otherwise a sudden,
and possibly violent, change of list could occur.
In compliance with government requirements all combination carriers are supplied with stability data and loading and
unloading instructions. These instructions should be carefully studied and followed. Generally, these instructions will specify
a maximum number of cargo holds or tanks which may be slack at any one time. Sometimes it may be necessary to adjust the
quantity of cargo to be loaded in order to avoid slack holds. Where double bottom ballast tanks extend across the whole width
of the vessel, the free surface effect of water in these tanks will be as great as that of full cargo holds and account must be
taken of this fact.
Some combination carriers have a valve interlocking system which limits the number of tanks which may be loaded or
discharged simultaneously. Such systems may fail or can be by-passed, and it is recommended that a conspicuous notice is
displayed at the cargo control station warning of the danger of free surface effect and stating the maximum number of holds
that can safely be slack at any one time.
Before arriving in port, a plan should be prepared for the anticipated loading or discharging sequence, bearing in mind the free
surface effect and distribution of all cargo, fuel and ballast at all stages of the operation.
Terminal operators should appreciate that combination carriers may be subject to loading rate limitations and to specific
discharge procedures. These arise from the danger of hatch seals leaking if placed under excessive pressure, as well as from
the free surface effects.
If a loss of stability becomes evident during loading or discharging, all cargo, ballast and bunker operations must cease and a
plan be prepared for restoring positive stability. If the vessel is at a terminal this plan should be agreed by the terminal
representative and it may be necessary or prudent to disconnect the loading arms or hoses.
The specific action required to restore stability will be determined by the vessel’s detailed stability information in relation to a
particular condition.
In general the following principles will apply:

239
The vertical center of gravity must be lowered in the most effective way.
- Where slack double bottom ballast tanks exist these should be filled, starting with those on the low side, followed
by those on the high side.
- If the pressing-up of slack double bottom tanks is insufficient to regain stability, it may be necessary to consider
filling empty double bottom ballast tanks. It must be recognized that this will initially result in a further loss of
stability caused by the additional free surface effect; this, however, will soon be corrected by the effect of the
added mass below the vessel’s original center of gravity.
- No attempt should be made to correct a list by filling compartments on the high side as this is likely to result in a
violent change of list to the opposite side.
- The restraint provided by moorings should be considered. To attempt to control a list by adjusting mooring rope
tension could be dangerous and is therefore not recommended.
On completion of loading, the number of slack holds should be at a minimum and in any event not more than that specified in
the stability information book.
17.3 Are longitudinal stresses maintained within design limits

throughout operations?
ISGOTT 12.5
ISGOTT 12.5
LONGITUDINAL STRESS
Consideration should be given to the distribution of the weights along the ship, taking account of the ship’s longitudinal
strength.
17.4 Are hatch covers sealed and gas tight?

ISGOTT 12.7.1; 12.7.2
12.7 HATCH COVERS
12.7.1 Sealing
The hatch of combination carriers have a much more onerous duty to perform when these ships are carrying liquid cargo
than when carrying dry bulk as they are required to remain gas and liquid tight at all times, even when the ship is
working in a seaway.
Regular attention should be paid to the closing devices, for example by adjusting them evenly and by lubrication of
screw threads.
When closing hatch covers, the closing devices should be evenly and progressively pulled down in the correct sequence
in accordance with the manufacturer’s instructions.
In ships fitted with inert gas or fixed high-capacity gas freeing Systems, a positive test of the efficiency of the sealing
arrangements can be carried out by pressuring the holds and applying a soapy solution to the sealing arrangements. Any
leakage is readily detectable and should be rectified by further adjustment of the closing devices in the affected area.
(See Section 9.3.2(f) for advice on the use of a fixed gas freeing system).
The cover joints should be examined for gas leakage when the compartment is loaded with liquid cargo and any gas or
liquid leaks which cannot be stopped by adjusting the closing devices should be marked or noted so that the jointing
240
material can be examined when the opportunity arises and joint made good. Additional sealing by means of tape or
compound may be necessary.
If the ship is fitted with an inert gas system, the gas tightness of the hatch covers will affect the frequency with which
the inert gas pressure needs to be topped up.
Most combination carriers use synthetic rubber for the hatch seals, and this material should be examined whenever a
suitable opportunity occurs. It is also advisable to have on board a reasonable stock of jointing material of the correct
size so that the repairs can be carried out at sea.
12.7.2 Rubbing in a Seaway
The hatch covers on combination carriers generally work when a ship is in a seaway and it is thus possible for the steel
hatch cover to rub on the steel coaming. Investigations have shown that this is unlikely to provide a source of ignition.
However, the joints between the hatch cover and hatch coaming should be cleaned before closing the hatch, especially
after a dry bulk cargo has been carried. After donning appropriate personnel protective equipment, a compressed air
hose with a suitable nozzle might be used for this purpose.
17.5 Are ballast tanks free of any leakage from cargo tanks?
ISGOTT 12.11
12.11 LEAKAGE INTO BALLAST TANKS ON COMBINATION CARRIERS
On combination carriers, a serious problem occurs if there is leakage of oil from cargo holds into the permanent ballast tanks.
The known weak structural points are as follow:
• On vessels with vertically corrugated transverse bulkheads, cracks may occur in the welded seams between these
bulkheads and the upper hopper tanks. On vessels where the upper hopper tanks and the lower hopper tanks are
connected by a trunkway or a pipe, the contamination would affect the lower hopper tank in addition to the area
around the actual fracture. On vessels where the upper hopper tank is connected to the lower hopper tank by means of
pipe, it may be advisable to install a valve in the drop line to confine oil contamination to the upper hopper tank.
• In double hulled vessels, leaks may be found in the upper welded seams of the longitudinal bulkhead between ballast
tank and cargo tank abutting the sloped deckhead of the cargo tank.
END OF PART TWO

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VESSEL INSPECTION QUESTIONNAIRE FOR BULK OIL,

CHEMICAL TANKERS AND GAS CARRIERS

Chapter 2. Certification and Documentation

Chapter 3. Crew Management

Chapter 5. Safety Management

Chapter 6. Pollution Prevention

Chapter 7. Structural Condition

Chapter 8. Cargo and Ballast System

Chapter 9. Inert Gas and Crude Oil Washing System

Chapter 10. Mooring

Chapter 11. Communications and Electronics

Chapter 12. Engine Room and Steering Gear

Chapter 13. General Appearance and Condition

Chapter 14. Ship to Ship Transfer

Chapter 15. Chemical Tankers Supplement

Chapter 16. Gas Carrier Supplement

Chapter 17. Combination Carrier Supplement

PART 2 Reference Section

1.17 Name of the vessel’s Operator

1.19 Telephone number +

1.23 Name of OPA-90 Qualified Individual (QI)

Vessel Inspection Questionnaire

Second Editions – 2000

1.2 IMO Number

IMO-Res.A600 (15)-IMO Ship Identification Number Scheme.

- Vessel solely engaged in fishing ;

- floating docks and structures classified in a similar manner ;

ASSIGNMENT OF IMO NUMBER

CERTIFICATES ON WHICH THE IMO NUMBER IS TO BE INSERTED

HOW TO OBTAIN THE IMO NUMBER

9 The IMO number can be obtained by one of the following methods :

- Shipyard and yard number or hull number

Passenger Ferry General cargo

Specialised tanker Tug Factory

or any combination of these types.

ENQUIRY TO THE IMO SECRETARIAT

1.31 Port of last port State control inspection

2.2 Are all tatutory certificates, where applicable, valid? Y N NS NA

2.3 Does the vessel maintain a library of policies, Y N NS NA

2.3.2 IMO Safety of Life at Sea Convention (SOLAS ’74)

2.3.6 ICS Bridge ProceduresGuide

2.3.11 OCIMF Mooring Equipment Guidelines

2.3.24 IMO International Code for Construction& Equipment of Ships Carrying

2.4 Additional Comments

2.2 Are all statutory certificates, where applicable, valid ?

LISTING OF CERTIFICATES AND DOCUMENTS REQUIRED

CERTIFICATES AND DOCUMENTS REQUIRED TO BE CARRIED ON BOARD SHIPS

International Load Line Certificate LL

An International Load Line Examption Certificate shall be issued to any ship to LL

Intact stability booklet

Minimum safe manning document

Certificates for masters,officers or ratings

International Oil Pollution Prevention Certificate

Oil Record Book

Special trade passenger ships

Cargo Ship Safety Construction Certificate **

Cargo Ship Safety Equipment Certificate ***

• SLS. 14/Circ.54 refers to the issue of exemption certificates.

Cargo Ship Safety Radio Certificate*

Document of compliance with the special requirements for ships carrying

Dangerous goods manifest or stowage plan

Document of authorization for the carriage of grain

** SLS. 14/Circ.54 refers to the issue of exemption certificates.