SUSPENSION & WITHDRAWAL OF CLASS

Suspension of class
Class may be suspended following a decision made by the Society when one or
more of the following occurs:
when a ship is not operated in compliance with the Rule requirements;
when a ship proceeds to sea with less freeboard than that assigned;
when the owner fails to request a survey after having detected defects or damages
affecting the class;
when repairs, alterations or conversions affecting the class are carried out without
requesting the attendance of a surveyor.
In addition, class is automatically suspended:
when the class renewal/special survey has not been completed by its due date or within
the time granted in special circumstances for the completion of the survey, unless the ship
is under attendance by the Societys surveyor(s) with a view to completion prior to resuming
trading;
when the annual or intermediate surveys have not been completed by the end of the
corresponding survey time windows.
In addition to the circumstances for which automatic suspension may apply, the
class of a ship will be subject to suspension procedures following a decision of the
Society:
when a recommendation/condition of class is not dealt with within the time limit specified,
unless it is postponed before the due date by agreement with the Society;
when one or more other surveys are not held by their due dates - or the dates stipulated
by the Society also taking into account any extensions granted;
when, due to the nature of reported defects, the Society considers that a ship is not
entitled to retain its class even on a temporary basis (pending necessary repairs or
renewals, etc.);
in other circumstances where the owner fails to submit the ship to a survey in accordance
with a special requirement.
Suspension of class with respect to the above cases will remain in effect until such time as
the due surveys and any other survey deemed appropriate by the Society have been
completed.

In all cases suspension will remain in effect until such time as matters are rectified and the
class is reinstated or class is withdrawn.

Withdrawal of class
The Society will withdraw the class of a ship when:
requested by the owner;
the class has been suspended for more than six months;
the ship is reported as a constructive total loss and the owner does not advise his intention
to repair the ship for re-instatement of class;
the ship is reported lost;
the ship will not trade further as declared by its owner.
Withdrawal of class takes effect from the date on which the circumstances causing such
withdrawal occur or when it is decided.

Notification of suspension or withdrawal

When class is suspended or withdrawn, the Society will at the same time:
inform the owner, flag Administration and underwriters (the latter at their request);
publish the information on its website and convey the information to appropriate
databases (Equasis, etc.).
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VDR VS S-VDR
THE REQUIREMENT OF VDR AS PER IMO

Ship Type

New ships builton

Existing
or
ships built before
after 1July 2002
1 July 2002

Passenger

VDR

VDR

Ro-RoPassenger

VDR

VDR

Cargo Shipsover 20,000GT VDR

S-VDR at 1st drydocking

after 1 July2006, but not
later than 1 July 2009

Cargo Ships3,00020,000 GT

VDR

S-VDR at 1st drydocking

after 1 July2007, but not
later than 1 July 2010

DIFFERENCE IN DATA STORAGE OF VDR & S-VDR

VDR

S-VDR

Date and Time (GPS)

Ships Position (GPS)
Speed (Speed Log)
Heading (Gyro Compass)
Bridge Audio & VHF
Communications

Date and Time (GPS)

Ships Position (GPS)
Speed (Speed Log)
Heading (Gyro Compass)
Bridge Audio & VHF
Communications

Radar Display Image

Radar Display Image and/or AIS

(can substitute AIS for Radar Display
with class waiver)

Water Depth (Echosounder)

Wind Speed and Wind Direction
Main alarms (as required by class)
-Steering Alarms
-Engine Alarms
-Fire Detection Alarms
Rudder Order and Response
Heading Keeping Information
Engine Order and Response
Ship Control and Indication Statuses
Hull Openings, Watertight and Fire
Door
Status (if fitted)
Accelerations and Hull Stresses (if
fitted

Posted by Rishi Xavier at 13:47 No comments:

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DEFINITION OF TERMS IN RISK

ASSESSMENT
Hazard
A hazard is anything with the potential to cause harm to
persons, property (or the environment) e.g. working aloft in
a Bosun's chair.
Risk
A risk is the likelihood, or probability, that a hazard
willcause specified harm to someone or something, e.g. the
probability of a seafarer falling from the Bosun's chairand
the injuries received if this happens.
Risk management
Risk management is a process that involves assessingthe risks
that arise in the workplace, putting health and
safety and environmental protection measures in place
to control them, and then ensuring they work.
Risk assessment
A risk assessment is an examination of what, in theworkplace. may
cause harm to people or property, so that
it can be determined whether enough precautionshave been taken.
ALARP As Low As Reasonably Practicable
SFARP So Far As Reasonably Practicable
Reasonably practicable This means that active steps have to be
taken to control the health and safety risks in the workplace except
where the cost (in terms of time and effort as well as money) of

doing so is "grosslydisproportionate" to the reduction in the risk.

However. if a task cannot be carried out safely- i.e. if the hazards
cannot be controlled to a very high degree, then that task should
not be allowed to proceed.

ISM INTERIM AND INITIAL

CERTIFICATION PROCEDURE
Here goes the ISM Interim &Initial certification procedure

Interim DOC
Criteria
a) A newly established company or
b) When new ship types are added to an existing DOC
Procedure
aa)Applications on company letterhead with following enclosures are to be submitted to ISM
Cell, DGS.
(a) Company SMS manuals.
(b) ISM-11/12 Forms (can down from dg site)
(c) Company incorporation Certificate.
(d) Copies of ownership / lease agreements / rental agreements for the office premises.
bb) On receipt of the application,
i) Auditor is nominated to scrutinize the SMS Manuals.
ii)The company will be informed of nomination of the auditor and need to liaise with the
auditor in case any changes are required to be made in SMS manual.
iii)The nominated auditor hands over the SMS manuals to company on completion of
scrutiny with intimation to DGS on the status of SMS manual.
iv)The company should submit the amended final approved SMS manual in soft copy to the
ISM Cell of DGS. On receipt of communication from auditor, the ISM Cell nominates auditors
for carrying out Interim DOC audit.
v)The DGS issues Interim DOC for a maximum period of 12 months on receipt and scrutiny
of Interim DOC Audit report from the audit team.

Interim SMC

Criteria
Company in possession of Interim DOC or DOC is eligible to apply for Interim SMC audit for
ship when
Takes on responsibility for the operation of a ship (DOC should be relevant to the ship type)
that is new to the company.
Procedure
The application on company letterhead with following enclosures is to be submitted to ISM
Cell, DGS and also to IRS (recognized organization)
(a) Copy of certificate of registry of the vessel.
i) On satisfactory completion of SMC audit, IRS issues short term Interim SMC valid for 3
months and recommends to ISM Cell, DGS for issuance of Interim SMC valid for 6 months.
ii)On receipt and scrutiny of audit reports received from IRS, an Interim SMC valid for 6
months is issued to the vessel so as the case when DGS carries out Interim SMC audits.

iii) In special cases ISM Cell extends the validity of an Interim SMC for a further period but
not exceeding 6 months.

Initial DOC

Criteria
aa) implementation of SMS for at least 3 months on the vessel and in company
bb)objective evidence to show that the implementation ISM code for three months include
an internal audit onboard and on the office.
Procedure
Application on letterhead of company with following enclosures is to be submitted to ISM

cell, DGS:
(1) ISM' 03 (application form format for different audits) with fees
On receipt of application, ISM Cell, DGS nominates Auditors, after auditing they will send
the report to ISM cell.
(2) The DGS issues DOC for a maximum period of 5 years on receipt and scrutiny of initial
DOC Audit report from the audit team. This DOC is valid subject to annual verification of
SMS (Annual DOC audit).

Initial SMC
Criteria
i)Company in possession of DOC (not Interim DOC)
ii)having implemented SMS on board the ship for at least 3 months is eligible to apply for
Initial SMC audit of that ship.
Procedure
At present SMC audits are carried by IRS, the R.O of the Directorate
On satisfactory completion of Initial SMC audit, IRS issues SMC valid for 5 months with
recommendation to ISM Cell, DGS for issuance of SMC valid for a period not exceeding five
years.

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ISM AUDIT COMMON PROCEDURE FOR

INDIAN SHIPS
DETAILED PROCEDURE

1)The companies are required to apply to Chief Surveyor with the GOI, in the
prescribed format (Form ISM-03) along with fees.

2) On receipt of the application, names of auditors and date of audit will be

informed to company and auditors through a letter and sometime by e-mail.

3) After receiving the auditors' nomination, the company must liaise

with the auditors to get the audit done on that date or any other date that is
mutually agreed upon. Change of audit date must be intimated to DGS.

The

company and auditors are free to contact ISM Cell at any time even during the
audit in case required.

It is expected that audit takes place on the date

indicated in the nomination letter.

4) The P.O. is authorized to nominate another auditor in case of

non'availability of audit team members with prior intimation to DGS.

The ISM

Cell of DGS should be informed for nominating another auditor either from DGS
or from other Districts in case alternative arrangements cannot be made by
Principal Officer.

5) On completion of the audit, the Lead Auditor hands over the original
Assessment Report and NC Reports to company and forwards the copies to ISM
Cell, DGS.

On scrutiny of Assessment Report, the required certificates are

issued by DGS to company directly. The company is responsible to effect the

closure of NC within the prescribed period in consultation with Lead Auditor
who endorses the NC closure reports on his acceptance of proposed corrective
action.

Copies of NC closure reports are to be submitted to DGS by the

company.
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CRITICAL EQUIPMENT
WHO SHOULD IDENTIFY THE CRITICAL EQUIPMENT
''The Company'' should identify equipment
and technical systems the sudden
operational failure of which may result in
hazardous situations. The safety Management
System should provide for specific measures
aimed at promoting the reliability of such
equipment or systems. These measures should
include the regular testing of standby
arrangements and
equipment or technical systems that are not
in continuous use.
When the critical equipment and systems
have been identified, appropriate tests and
other procedures should be developed to

ensure their functional reliability or the

use of alternative arrangements in the
event of sudden failure.
The testing of standby equipment and
arrangements should assist in ensuring that
a single failure does not cause the loss of
a critical ship function that could lead to
an accident.
Equipment and systems that are not
continuously active or have been inactive
for some time should be tested regularly
and prior to conducting critical
operations. Systematic plans and procedures
for testing critical functions should be
included in watchkeeping routrnes and
checks.
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Friday, 21 December 2012

ISM DUTY OF C/E

1.

Familiar with SMS of company.

Implementation of company safety and

environment protection policy.
3.
Motivate crew in relation to
implementation of such policy.
4.
To hold safety meeting , emergency
drills and training on board.
5.
Issue standing orders and night orders
to e/r personnel.
6.
To make sure that e/r is manned with
qualified and medically fit personnel.
7.
Familiar e/r personnel with duties
related to safety, environmental
protection.
8.
Make sure that e/r personnel are able to
communicate properly.
9.
Implementation of various safety
checklists, plans, procedures related to
safety of ship and pollution prevention.
10.
To conduct various contingency drills,
and record it.
11.
To report NC accidents, haz. occurrences
, analyse it and take corrective action as
appropriate.
12.
maintenance of ship and its machinery
in accordance with procedures established
by company
13.
Make sure that inspections are held at
appropriate intervals and same are
documented
2.

Maintain records of inspections,

maintenance on board.
15.
Raise and report NC in case of any
defect detected, analysis of such defects
and take corrective actions.
16.
control and monitoring of spares and
stores.
17.
Testing and maintenance of standby and
critical , system and equipments that are
not in continuous use.
18.
Maintain documentation with respect to
his area eg. Files, reports, certificates
19.
Successfully carry out internal and
external audits.
20.
Discuss results of audits within his
department
21.
Take appropriate corrective actions on
NC, observations, defects raised during
audits and report to company.
14.

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MASTER'S REVIEW ON SMS

MASTER'S REVIEW ON SMS
The ISM Code requires the Company to define
and document the Master's responsibility
with regard to 'reviewing the Safety
Management System and reporting its

deficiencies to the shore based

management'.
The opportunity provided by the Master's
formal review should not be underestimated,
allowing the Master and those on board ship
to increase their sense of ownership of the
SMS. Suggestions from the Master about
potential improvements to the SMS should be
taken seriously by the Company.
In some Companies it is common practice to
schedule a Master's review of the SMS on
each ship once every 12 months, (Like in
Anglo the review to be completed by every
December and if master is due for sign off
in Nov / Dec then the same has to complete
by October end) and the interval should not
be greater than this.
However, in Companies where the full
potential of the Master's review has been
recognised, this exercise is carried out
more frequently and as an integral part of
the management of safety. In such
Companies, a Master joining a vessel will

conduct a review of the SMS at the earliest

realistic opportunity, establishing the
current status of the SMS and identifying
any weaknesses. In consultation with the
DPA, the Master can then take necessary
steps to implement the appropriate
corrective action.
Towards the end of the Master's tour of
duty a further review might be conducted to
confirm that the corrective actions have
been successful and that no new problems
have developed.
The review may then be passed to the next
Master as a starting point for the next
review. The existence of such reviews is
also a valuable reference tool for the DPA
or Company auditor when conducting internal
audits.
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Tuesday, 18 December 2012

MANAGEMENT REVIEW CONDUCTED BY

WHOM?? WHETHER DPA SHOULD BE A
PART
HOW

TO

CONDUCT

MANAGEMENT REVIEW ?? IS

THE DPA SHOULD PRESENT???

Each and every company 's SMS clearly states the procedure for
conducting management review........

as per the guidelines this should be conducted periodically ( once in

a year) or whenever there is a serious failure of the system, you can
do it more frequently......like in the case of BP Shipping they do it
twice a year......

Following

the details from BP's QA manual

Quote
//
//

4.1 Purpose of Review

A Management Review meeting will be held bi-annually to review the
organisations Quality Management System. The review is to ensure the
continuing suitability, adequacy and effectiveness.This review shall
include assessing opportunities for improvement and the need for
changes to the quality management system, including the quality, HSS
and Environment Charters and quality objectives.

4.2 Meeting Attendees

#
Chairman: CEO or appointed deputy.
Leadership Business Delivery Teams;
The direct reports to the Director Fleet Operations Group;
QA Manager;
Fleet Safety Advisor;
Environmental Representative; and
others as invited.
4.3 Frequency
At least twice a year.
Additional meetings to review the Quality Management System.

//
//
Unquote
this clearly states that the DPA need NOT be a part of management
review, he comes in the list of others as invited.

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COATING TECHNICAL FILE

COATING TECHNICAL FILE

The Coating Technical File (CTF) is a document, either in paper or electronic

format, or a combination of the two, required formed by the IMO Resolution
MSC.215(82) Performance Standard for Protective Coatings of dedicated sea

water ballast tanks and double-side skin spaces

of bulk carriers, also known as the IMO PSPC.

The initial Coating Technical File (CTF) is to contain documents providing:

aa)an inspection agreement between the owner, the yard and the coating
manufacturer, including
documentation of certified or qualified coating inspectors
bb)the paint work specification.
cc)procedures for inspection and repair of coating system during vessel
construction.
dd)procedures for in-service maintenance and repair of the coating system
ee)type approval certificates for the coating systems
ff)manufacturers technical data sheets (shop primer and main coating
system) and MSDS of the paint
The final Coating Technical File (CTF) is to contain:
aa)the initial Coating Technical File (CTF), as described above
bb)final inspection and repair reporting, including daily logs, non-conformity
reports, dry film thickness reports and final inspection reports.
Posted by Rishi Xavier at 17:39 No comments:
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PERFORMANCE STANDARD FOR

PROTECTIVE COATINGS FOR CARGO OIL
TANKS OF CRUDE OIL TANKERS
PROTECTIVE COATINGS
FOR CARGO OIL TANKS OF CRUDE OIL TANKERS

The Coating Standard provides technical requirements for the minimum

standard for protective coatings to be applied in cargo oil tanks
during the construction of new crude oil tankers to avoid

corrosion.Basically on new tankers to avoid corrosion we are using

epoxy based systems.
To under stand the standards we have to be familiar with the coating
condition.

Coating condition is defined as follows:

GOOD condition with only minor spot rusting.

FAIR condition with local breakdown of coating at edges of stiffeners

and weld connections and/or light rusting over 20 per cent or more of
areas under consideration, but less than as defined for POOR
condition.
POOR condition with general breakdown of coating over 20 per cent or
more of areas or hard scale at per cent or more of areas under
consideration.
NEW TANKERS???

The standard applies to newly constructed crude oil tankers greater

than 5,000dwt where;
The building contract is placed on or after 1st January 2013 or,
in the absence of a building contract
The keels of which are laid or which are at a similar stage of
construction on or after 1st July 2013
Or the delivery of which is on or after 1st January 2016
Performance standard
This Standard is based on specifications and requirements to provide a
target useful coating
life of 15 years, which is considered to be the time period, from
initial application, over which
the coating system is intended to remain in "GOOD" condition. The
actual useful life will
vary, depending on numerous variables including actual conditions
encountered in service.
Area of application

The following areas are the minimum areas that shall be protected
according to this Standard:

1 Deckhead with complete internal structure.

2 Longitudinal and transverse bulkheads to be coated to the uppermost

means of access level.

3 On cargo tank bulkheads without an uppermost means of access the

coating to extend to 10% of the tanks height at centre-line but need
not
extend more than 3 m down from the deck.

4 Flat inner bottom and all structure to height of 0.3 m above inner
bottom to be coated.

this can be simply shown in a figure below.

The details of the coating to be in the Coating Technical File

(CTF) ,the details of CTF will be in the next blog