OCIMF SIRE Training Seminar

SIRE training seminar
OCIMF
Ktenas Panagiotis MA Inter. Relat., MSc. Urban Plan , BSc Econ and Mech. Eng.
Certified Adult Trainer, Registrar N.EA24815 (EOPPEP).
ex. Lt Cdr Hellenic Navy
pktenas@gmail.com
November 2019
1
Module 1 – Introduction & Knowing The Rules
Understanding Oil Company vetting systems and managing SIRE report comments to reduce inspector
observations and deliver continuous improvement
Safety first
SAFETY FIRE ALARM EMERGENCY TOILETS

INFORMATION ESCAPES, ASSEMBLY
POINT
REFRESHMENT SMOKING POLICY MOBILE PHONES

BREAKS
Self-Introductions
/1/ Who are you ?
/2/ What is your job
/3/ What are you expecting to
get from this course?

Module 1 - Course Aims and Objective
• Why do Oil Companies inspect tankers ?

– A brief history of why SIRE was introduced
• Risk Management and spot chartering

– How oil companies look at the risks involved with spot chartering
• The self – inspection walk round

– Thinking like an inspector
• Dealing with inspectors

– Getting the outcome you want
Module 1 – What is SIRE?> Is it a bureaucratic Questionnaire?
Module 1 – What is SIRE?> A bureaucratic Questionnaire?
The quality of the owner’s replies to SIRE

inspection observations is a measure of owner
management quality. When the SIRE inspector
leaves the gangway, the vessel inspection is
finished;
Now, the vetting of the vessel’s management
begins
Knowledge
is Power
The more you know, the easier it is to deal with inspectors
Module 1 - Critical documents you
must be familiar with
• SOLAS
• Fire Safety Systems Code
• Life Saving Appliance Code
• MARPOL
• STCW
• ISGOTT
• The OCIMF SIRE VIQ
Module 1 - Short quiz tests your
knowledge of these important documents
1. In Part I of the Oil Record Book, under

Section “C” Collection, transfer and
disposal of oil residues, when should the
quantities retained on board be recorded?
MEPC.1/Circ.736/Rev.2
Module 1 - Short quiz tests your knowledge of these important
documents
2. According to the OCIMF SIRE Vessel

Inspection Questionnaire Introduction, how
long (how many hours) is a SIRE inspection
expected to take ? (Section 4.1.1.7)
documents
3. What is the maximum length of fire hose that can

be located in:
a/ An engine room ?
b/ External areas ?
c/ External areas on ships with breadth > 30 meters
SOLAS II-2 Reg.10 2.3.1.1
documents
4. According to OCIMF SIRE where should the

flashback arrestors be fitted to oxy-acetylene
cylinders ? (5.26)
documents
5. What is the length of the buoyant

heaving line that is used with a
lifebuoy? (5.31)
documents
6. How frequently must

unannounced alcohol testing be
conducted on board ? (3.8)
documents
7. On a tanker that is fitted with an IMO type-

approved ECDIS, what are the acceptable
secondary means for providing a back up ?
(4.17)
documents
8. In the case of existing tankers, when are

these required to operate with an ECDIS
system with electronic charts (ENCs)? (4.7.50)
Module 1 – ECDIS – Key Dates
documents
9. Under the STCW 2010 Regulations

governing hours of rest for officers in charge of
a watch, what is the minimum number of
hours rest that must be provided each week
? (3.2)
documents
10. According to OCIMF SIRE, under what

circumstances must the Master make
entries in the Bridge (Night) Order Book ?
(4.1)
Module 1 – Differences between VIQ 6 & 7
• The guidance notes are quite detailed in this version of

VIQ. Chapter 10 in VIQ 6 has been merged with other
chapter and so now “Communication” is not there.
• New Chapter 7 for Maritime Security
• Structure has changed to 12 chapters.
• There is reduction in number of questions.
• New questions added for BWM and Cyber security etc.
Module 1 – A free tip
Many otherwise acceptable vessels do

not pass vetting because the owner’s
replies to the SIRE report do not provide
“closure” of the indicated conditions.
Approval is delayed or denied.
Module 1 – A free tip
Send responses that show:
• acceptance & respect for the system.
• an active Safety Management System that takes every deficiency
seriously.
a reply that:
• identifies the root cause of the deficiency
• fixes the existing cause of the deficiency
• identifies changes to operating procedures to reduce the chance
of the deficiency occurring again
Module 1-Some replies which are not accepted
• “Rectified. (trust me!)”
• “When convenient…”
• “At the earliest opportunity…”
• “We have reminded the Master/Chief ...”
• “The parts have been delivered on board.”
• “He has been cautioned and instructed to…”
we fixed the deficiency

may no longer be sufficient to close an inspection
observation
Module - A world-class response includes
• The observation (SIRE), number and text repeated.
• A convincing statement that the root cause has been sought and
found - (see: Analytic Trouble Shooting).
• A statement that managers has “objective evidence” that corrective
action has been completed,(or will be completed by a stated date),
to fix close the item.
• A statement of preventive measures taken to avoid a repetition of the
condition (SMS change, etc.).
“Objective evidence”
A document, report, message, completed checklist copy, note, or certificate in your files, that you can
show me when I come to visit your offices. Something that “closes the loop” on the deficiency!
Module - A world-class response includes
The corrective action (ISM), cycle:
• Identify & record the non-conformity.
• Find the root cause(s).
• Develop effective corrective action.
• Implement the corrective action.
• Revise procedures.
• Complete the closure process.
Helpful hint:
Refer to specific parts of your Safety Management System whenever possible when writing your SIRE report
replies ... is shows that you really believe in the process.
Module – Bad Example #1
Observation:
“The vessel does not have a vapor release response plan.”
Initial Reply:
“The vessel’s vapor release response plan is included in section 8.3.2 of the vessel’s ISM Manual.”
Better reply:
Recognizing that the Master was not aware of the location of the vapor release plan within our
SMS manual, we sent our superintendent on board 11 Oct 18, and he conducted SMS training
with all officers so that they are now fully aware of all contents of our SMS procedures manual.
Observation:
“The main engine is covered with oil.”
Initial Reply:
“The main engine has been cleaned.”
Better reply:
During the shipyard period Nov 18, we have arranged for a factory representative to supervise
work to eliminate all fuel and lube oil leaks from the main engine, after which the engine will be
cleaned and re-painted.
Observation:
A June inspection found a C-of-C issued Feb, due in July: “vessel to submit results of stern tube
lube oil analysis”.
Initial Reply:
“Condition of class will be attended to in due course.”
Better reply:
Stern tube lube oil sample test results were submitted to class on 17 March and Condition of
Class was deleted on 22 April 2018. Deletion of C-of-C will appear on 1 July class quarterly
report.
Module – Remember that:
For the oil company vetting manager, every marginal vessel

he/she approves can be a career decision.
He/she is not going to bet his career on an owner who sends
second-rate replies to what are considered to be serious
vessel deficiencies.
Module 1 - Summary
a. Recognize that the SIRE inspector can use questions that come from many differing
sources.
b. Improve your familiarity with all the source documents that may be used by a SIRE
Inspector and the guidance in the SIRE VIQ.
c. Use the vast internet resources to keep up to date.
d. Understand that the more you are familiar with the contents of the SIRE VIQ, the easier
it will be to deal with questions from the Inspector.
e. Relish the contact with the inspector, treat him as a fellow professional who is no better,
nor, no worse than you.
f. Set yourself a challenge that you will see fewer Observations with each successive
inspection.
Module 2 – The history of OCIMF, why SIRE was
needed, Risk Management, Spot Chartering and
Vetting.
in Figure 1. It is of note that 19 of the 20 largest spills and did not impact coastlines. For this reason, some
recorded occurred before the year 2000. SANCHI, the of the names listed may be unfamiliar. EXXON VALDEZ
latest addition to the top 20 major spills, is the only major and HEBEI SPIRIT are included for comparison although
spill of non-persistent oil featured here and it resulted these incidents are further down the list. PRESTIGE is also
Module 2 – Major Oil Spills since 1967

in significantly lower environmental impacts compared included for comparison.
Position Shipname Year Location Spill size (tonnes)

1 ATLANTIC EMPRESS 1979 Off Tobago, West Indies 287,000
2 ABT SUMMER 1991 700 nautical miles off Angola 260,000
3 CASTILLO DE BELLVER 1983 Off Saldanha Bay, South Africa 252,000
4 AMOCO CADIZ 1978 Off Brittany, France 223,000
5 HAVEN 1991 Genoa, Italy 144,000
6 ODYSSEY 1988 700 nautical miles off Nova Scotia, Canada 132,000
7 TORREY CANYON 1967 Scilly Isles, UK 119,000
8 SEA STAR 1972 Gulf of Oman 115,000
9 SANCHI* 2018 Off Shanghai, China 113,000
10 IRENES SERENADE 1980 Navarino Bay, Greece 100,000
11 URQUIOLA 1976 La Coruna, Spain 100,000
12 HAWAIIAN PATRIOT 1977 300 nautical miles off Honolulu 95,000
13 INDEPENDENTA 1979 Bosphorus, Turkey 95,000
14 JAKOB MAERSK 1975 Oporto, Portugal 88,000
15 BRAER 1993 Shetland Islands, UK 85,000
16 AEGEAN SEA 1992 La Coruna, Spain 74,000
17 SEA EMPRESS 1996 Milford Haven, UK 72,000
18 KHARK 5 1989 120 nautical miles off Atlantic coast of Morocco 70,000
19 NOVA 1985 Off Kharg Island, Gulf of Iran 70,000
20 KATINA P 1992 Off Maputo, Mozambique 67,000
21 PRESTIGE+ 2002 Off Galicia, Spain 63,000

36 EXXON VALDEZ+ 1989 Prince William Sound, Alaska, USA 37,000
132 HEBEI SPIRIT+ 2007 South Korea 11,000
Table 1: Major oil spills since 1967 (quantities have been rounded to nearest thousand) * The only spill of non-persistent oil
+ Included for comparison
21 PRESTIGE+ 2002 Off Galicia, Spain 63,000
36 EXXON VALDEZ+ 1989 Prince William Sound, Alaska, USA 37,000
132 HEBEI SPIRIT+ 2007 South Korea 11,000
Module 2 – Awareness of the Pollution threat from Tankers
Table 1: Major oil spills since 1967 (quantities have been rounded to nearest thousand) * The only spill of non-persistent oil
+ Included for comparison
OIL TANKER SPILL STATISTICS 2018

Figure 1: Location of top 20 major spills (All rights reserved © ITOPF)
3
Module 2 – The impact of OPA ‘90
Liability and Compensation – Applying the “Polluter Pays
Principle” OPA 90 is based on a polluter pays principle
holding the owner /operator strictly liable. It establishes
limitations of liability at higher levels than international
conventions and removes limitation protection if the
incident was caused by gross negligence, wilful
misconduct or violations of Federal safety, construction or
operating regulations by the responsible party.
In normal circumstances the owner will respond to the spill
and his insurance ($1 billion cover for pollution is typical)
will fund the response. This framework ensures that the
ship owner takes on the major proportion of the liability
risk and this structure has been instrumental in
discouraging low quality operators from trading in the
USA.
Module 2 – The impact of OPA ‘90
…removes limitation protection if the incident was caused

by gross negligence, willful misconduct or violations of
Federal safety, construction or operating regulations by
the responsible party.
Module 2 – The Aftermath Following the
Introduction of OPA ‘90.
a. Immediate introduction of Oil Companies Vetting and
Inspection Departments
b. Excessive inspections of the same tanker by different
Oil Companies at the same time
c. Excessive burden on tanker officers and ratings
d. Inability of individual Oil Companies to inspect ALL
tankers of potential interest
e. Inability to maintain inspection intervals within a
reasonable time frame
Module 2 – The Timeline
LAUNCH AGREEMENT
1991 1992
Full scale Oil Co
SHORTCOMINGS Report sharing concept
BREAKTHROUGH
Inspections commence agreed among OCIMF
1991-2 Members. Development of 1993
SIRE commenced.
Severe shortcomings in the First inspection report
“Go it alone” approach submitted to SIRE
recognized at OCIMF
Module 2 – Participating Members’ Companies
identifying trends and revealing patterns in the data to progressive reduction in the number of large spills is
present the most accurate result. significant when data is analysed per decade rather
than annually, as demonstrated in Figure 4. Data
The number of large spills has decreased significantly recorded from 1970 to 2018 illustrate fluctuations in
over the last few decades and since 2010 averages the yearly values within a decade.
Module 2 – Number of large spills (>700 tonnes)
1970-79:
24.5 spills
35
per year on
average
30
25
1980-89:
Number of spills
9.4 spills
per year on
20
average
1990-99:
7.7 spills
per year on
average
15
2000-09:
3.2 spills
per year on 2010-18:
average 1.9 spills
10 per year on
average
0
1970 1973 1976 1979 1982 1985 1988 1991 1994 1997 2000 2003 2006 2009 2012 2015 2018
Figure 4: Number of large spills (>700 tonnes) from 1970–2018

Module 2 – Quantities of oil spilt 7 tonnes and over
ATLANTIC EMPRESS
287,000 Tonnes
600
ABT SUMMER
260,000 Tonnes
500 CASTILLO DE BELLVER

252,000 Tonnes
400
Thousand tonnes
300 SEA EMPRESS

KHARK 5 72,000 Tonnes
70,000 Tonnes
EXXON VALDEZ PRESTIGE SANCHI

37,000 Tonnes 63,000 Tonnes 113,000 Tonnes
200
ERIKA
20,000 Tonnes
HEBEI SPIRIT
11,000 Tonnes
100
0
1970 1973 1976 1979 1982 1985 1988 1991 1994 1997 2000 2003 2006 2009 2012 2015 2018
Figure 9: Quantities of oil spilt 7 tonnes and over (rounded to nearest thousand), 1970–2018
A part from a fall in the early 1980s during the
worldwide economic recession, seaborne oil
trade has grown steadily from 1970 (Figure 10). While
it is encouraging to observe that the downward trend
in frequency of oil spills continues despite an overall
increase in oil trading over the period.
Module 2 – Growth in Trade Vs Oil Spills
increased tanker movements might imply increased risk,
3500 140
Decline in Number of Tanker Spills
vs
3000 Growth in Crude, Petroleum and Gas loaded 120
2500 100
2000 80
1500 60
1000 40
500 20
0 0
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
Number of spills >7 tonnes Total Crude Oil, Petroleum product and gas loaded (million metric tons) (Data source: UNCTADStat)
Figure 10: Decline in number of tanker spills vs growth in crude, petroleum and gas loaded
10
1990s
the decade 2000 to 2009 (196,000 tonnes) was spilt in 19%
2000s
3%
several single years in earlier decades. 2010s
3%
The total volume of oil lost to the environment recorded Figure 7: Oil spilt per decade as a percentage of the total spilt
in 2018 was approximately 116,000 tonnes, the majority between 1970 and 2018
Module 2 – Annual Quantity of oil spills

Year Quantity Year Quantity Year Quantity
(Tonnes) (Tonnes) (Tonnes)
1970 383,000 1990 61,000 2010 12,000
1971 144,000 1991 431,000 2011 2,000
1972 313,000 1992 167,000 2012 1,000
1973 159,000 1993 140,000 2013 7,000
1974 174,000 1994 130,000 2014 5,000
1975 352,000 1995 12,000 2015 7,000
1976 365,000 1996 80,000 2016 6,000
1977 276,000 1997 72,000 2017 7,000
1978 393,000 1998 13,000 2018 116,000
1979 636,000 1999 28,000
Total 163,000
Total 3,195,000 Total 1,134,000
Year Quantity Year Quantity

(Tonnes) (Tonnes)
1980 206,000 2000 14,000
1981 48,000 2001 9,000

1982 12,000 2002 66,000
1983 384,000 2003 43,000
1984 29,000 2004 17,000
1985 85,000 2005 15,000
1986 19,000 2006 12,000
1987 38,000 2007 15,000
1988 190,000 2008 2,000
1989 164,000 2009 3,000
Total 1,175,000 Total 196,000
Table 3: Annual quantity of oil spilt
Module 2 – Most frequent causes
Module 2-The Function of the Oil Company trader’s #2 objective:
Competitive cost
Charterer Traders trader’s #1 objective:
Optionality- The ability
to deliver the cargo
anywhere the ship can
Shipbrokers safely go.
Ship Owners
Charterer
Vetting Dept
Oil Cos’ own Shipping
Operations
Module 2-The Function of the Oil Company
Charterer
1. Charter most cost effective (aka Cheapest) freight where the
vessel meets all criteria i.e. vetting, marine assurance, credit, etc.
2. The Charterer will:
a. Make freight calls about the forward market (when traders
are doing spot deals & in anticipation of system cargoes)
b. Provide shipping market intelligence for traders, monitor what
competitors are doing.
c. Provide alternative freighting solutions
d. Provide chartering expertise and guidance to other parts of
the company
Module 2 – The Three Categories of Shipping Risk
1. Owned Vessels
a. Least risk
b. Greatest control
2. Time Chartered Vessels
a. Better than “Spot” but falls short of owning
3. Voyage “Spot” Chartered Vessels
a. Most Voyages
b. Greatest risk
c. Least knowledge of quality by charterer
Module 2 – Oil Majors
1. All oil majors have their own quality assurance schemes

2. Schemes vary due to company size, scope & diversity of activities,
attitude to marine risk and use of real time information and the
quality of analysis. Some use 3rd party vetting.
3. All companies input / extract factual ship inspection reports (SIRE)
from Oil Companies International Maritime Forum (OCIMF)
database
4. Determination of vessel utilization is solely at each company’s
discretion.
5. Liability concerns dictate how individual companies approach
the vetting issue.
6. Increasing use of auto-vetting and vessel evaluation.
7. Auto- vetting and evaluation counts the number of observations,
regardless as to how trivial the observation might be
Module 2
So if you think that oil company vetting superintendents

are too demanding, consider this:
For a Vetting Superintendent, every vetting decision Is a

career decision!
For this reason, Oil Company Charterers are extremely

careful to ensure that all aspects of potential vessels are
carefully reviewed.
Module 2-Typical Oil Company Charterer’s
Vetting Enquiry To The Internal Vetting System
Vetting system requires :

– Vessel’s name / IMO number
– Date of loading
– Cargo type
– Load port
– Discharge Port
– Account / Costs
Module 2-Typical Oil Company Charterer’s
Vetting Enquiry To The Internal Vetting System
Input Ship for Vetting :
lay can, load port , cargo
No Maybe
type, for whose account is
vl to be chartered
Discard or find
other ship Vetting &
Assurance Dept
“No other Ship”

Check for new
Clear for charter SIRE
Fix for voyage Initiate own SIRE

Inspection
Issues resolved
Voyage Performance OK?
Monitored
Resolve Issues with
Owners
Module 2 - Summary
a. The circumstances of the creation of OCIMF – The Torrey Canyon

b. The 11-year disaster cycle
c. The impact of Exxon Valdez
d. The Effect of OPA ’90
e. The imperative need for a common inspection system
f. Risk Management and Chartering. How it works in one oil company
Module 3 – The principals of the SIRE Program. How
reports are accessed and assessed.
Module 3
• Reports are submitted to SIRE on a voluntary basis by OCIMF

Members.
• Payment for the costs of inspections on a “Who asks, pays” policy
• Ship operator can make two sets of comments relating to each

report and submit these to SIRE
• Comments become part of the report

Module 3 - The Two Principle SIRE Components
The Harmonized Vessel Particulars Questionnaire, and The Vessel

Inspection Questionnaire
• Vessel particulars, certification and on-board inventory details are

provided by the Harmonized Vessel Particulars
Questionnaires (VPQs) and Barge Particulars Questionnaires
(BPQs)
• Uniform inspection protocols for all vessels are provided by Vessel

Inspection and Barge Questionnaires (VIQs and BIQs).
Module 3 - The Objectives of SIRE
• Obtain information of the vessel’s condition and standards of
operations to permit an assessment to be made.
• Make inspection reports more widely available.
• Reduce the duplication of effort by inspecting companies
• Reduce the inspection burden on Operators and crews
The objective is not vessels to fail.

Module 3 - The Cost of Reports to Recipients
Differential Pricing of SIRE reports
• Full OCIMF Members (£45 per report)

• Recipient (Non-Members) (£55 per report)
• If the report is to be forwarded to a 3rd Party Vetting Agent, a supplement will be payable
of £10 per report
• Full OCIMF Members downloading more than 1,000 Tanker reports receive 30% discount on
total cost
• Barge reports, members & non-members £20 per report
VPQs, BPQs and index downloads are free of charge.

All services are free of charge to Government organisations.
Reports are submitted to OCIMF SIRE by participants Oil Companies at no Cost to OCIMF
Module 3 - The Scope of OCIMF’s Responsibilities
• Provide the software to create and submit reports from inspectors

• Randomly review for compliance, reports submitted by participating Oil Companies.
• Facilitate the submission of Operator Comments to SIRE
• Storage of reports and attachment of Operator Comments on the SIRE database.
• Provides the software to create and submit HVPQs by Operators.
• Delivery of SIRE reports and HVPQs to Program Recipients
• Training, Accreditation and Administration of SIRE Inspectors
OCIMF HAS NO ROLE IN INSPECTOR SELECTION

refresher training and auditing to be able to keep their
accreditation. The Tanker Management and Self Assessment (TMSA)
tool, which requires operators to complete and submit
an assessment of their own performance, also plays a key
Module 3 – Submitted/Downloaded Reports

role in members’ marine risk management
SIRE tanker reports submitted and downloaded

180,000
160,000
140,000
120,000
100,000
80,000
60,000
40,000
20,000
0
2008
2014
2011
2005
2006
2007
2009
2010
2012
2013
2015
2016
2017
2018
Downloaded Submitted
Module 3 – The numbers
Administration Counts
Count Name
333 # Live Member Organizations
702 Live Member Users
1886 Live Operators Organizations
1874 Live Operators Users
843 Live Inspector Users
94 Submitting Members
239 Recipient Members
46 Port State Recipients
480 CAT 1 Inspectors (Active)

Module 3 – The numbers
Administration Counts
Count Name
19703 Live Reports Published (tankers)
20136 Live Reports All (tankers)
7872 Ships with reports < 12 months old
1874 Live Operators Users
5811 Live Reports published (barges)
5983 Live Reports All (barges)
4902 Barges with Reports < 12 months old
1678 Sire Reports Submitted per month (avg from last 12 months)
498 SIRE Reports Submitted Per Month (avg from last 12 months)
9650 Sire Reports Purchased Per Month (avg from last 12 months)
797 Sire Reports Purchased Per Month (avg from last 12 months)
62 Sire Reports Purchased by Port States per month (avg from last 12 months)
0 SIRE Reports Purchased by Port States Per month (avg from last 12 months)
Module 3
SIRE Report Recipients – How Reports are

Accessed
The PIN system has been phased out.
Module 3
The Home page contains any open task messages and actions as well as access to other
useful
Modulepages.
3
Module 3
Validate Organisation Users
The operator
Module 3 reviews list of Organisation Users.
NEW: All vessels are now assigned a unique reference called OCIMF-ID. This can be
Module
viewed on3the Vessel Index page or Vessel Details page.
5.2 Vessel Registration

Select to ‘Add Vessel’, the Add Vessel page displays. When a ‘Vessel Type’ is selected the
Primary Identifiers and Additional Identifiers display.
Tanker
For Tankers, the Primary Identifier field displayed is IMO.

Module 3
The vessel details page provides access to view and manage all information relating to a
vessel.
Module The 3
OCIMF-ID is displayed alongside the vessel name and identifier.
Here is a summary of each section of the vessel details page. Further details are
Once the particulars document has been created the details page will be shown as
below.
Module 3
OCIMF SIRE Operator Access | Page 25

2. For a specific vessel choose one of the incident counts as described in “Vessel
Details” section above
Module 3 grid will be displayed as above.
The incident
Click the blue arrow to the right of the incident’s row to show the incident details page.
This area allows the ship operator to create and manage crew record for their vessels.
Selecting the “edit” button from the screenshot above (or the “create” button on first
use of the 3
Module crew matrix for a vessel) shows the crew matrix details page for the vessel.
The crew matrix screen separates officer and engineer crew on to two tabs as shown on
Module 3 - The SIRE Report Contents
Sect 1 General Information
Sect 2 All Questions answered Y without comments
Sect 3 All Questions answered “No” with Observations, or answered “Yes” WITH
Other comments and Chapter – End Additional Comments (if any)
Module 3 - The Delivered Report : Inspector Observations,
Other Comments and Additional Comments
• Whenever a question has a response from the inspector, the question is shown in
Section 3.
• Observations provide negative information to the reader. These are printed in

red.
• Other Comments are “Value added”. They are provided to separate negative
Observations, from positive comments. They are shown in blue.
• Additional Comments at the end of each VIQ Chapter may be used to record
Observations that are not covered under any of the questions that are listed in the
Chapter.
Module 3 – Example – Section 2
Section 3 contains all questions

answered “No”
or if the response contains
“Other Comment” and,
Chapter-end “Additional Comments”
Module 3 - The HVPQ – Free to All SIRE Program Recipients
and All Accredited Inspectors
Module 3 - The HVPQ – Free to All SIRE Program Recipients
and All Accredited Inspectors
Module 3 - Summary
Many Operators use SIRE results as a KPI.
Keep in mind – Oil Co, Auto-vetting systems use a smart “Number-

Count” of Observations.
Observations for Chapters 4 (Navigation and Communications), 5

(Safety Management) and 6 (Pollution Prevention) are frequent
causes for vessel rejection.
For these reasons, it is essential to keep the number of Inspector

observations to an absolute minimum.
Allocate responsibilities among department heads and officers

responsible to inspect other departments areas of responsibility.
Conduct regular self inspections using the sire VIQ
Module 4 – Key Issues, Boarding, First Impressions and
the Pre-Inspection Meeting
Module 4 - What is the inspector looking for and where are
the risks?
2010
34% Collision/conduct
24%
Misc/unknown
Grounding
Fire/explosion
13%
Hull & Machinery
9% 20% Tanker Safety and
Pollution Prevention.
The problem areas
relating to oil spills
Module 4 - Getting ready and staying ready
1. Conduct regular self – inspections using “Cold Eyes.”
2. Correct the shortcomings that are uncovered.
3. If shortcomings are known but not fixed, ensure that proof of Work in
Progress (WIP), Purchase Orders and corrective actions etc. are shown
to the inspector.
4. Ensure personnel are aware of the inspector’s expectations, responsible
officers must be able to understand and respond to questions from the
inspector.
5. Ensure all documents and equipment that the inspector wants to see, is
set out and ready for inspection, in the order that the inspector wants
to see it.
6. Discuss Sect 4. of the VIQ Intro
Module 4 - Understand the Rules of Engagement
• Do try to contact the inspector prior to the inspection

• Tell him of anything that might assist the efficiency of the
inspection
• Read and understand the inspector guidance contained
in the VIQ introduction, particularly Section 4.
– 4.1 Deals with Dos and Don’ts.
– 4.2 Deals with Permitted Actions.
– 4.3 Deals with inspection suggestions.
• Ensure that the inspector does not remain on the vessel

longer than is absolutely necessary.
• Ensure the inspector is reminded of your (as Master)
concerns regarding hours of rest.
• Remember that the VIQ introduction twice refers to the
inspection duration as “8-10 hours”
Module 4 - The On-line Officer’s Matrix (VIQ 3.5)
• Inspectors must download the officers’ matrix prior to boarding. He is

expected to bring a copy with him.
• This is intended to save time and reduce the overall time the inspector
spends on board.
• Ensure, however, that the officers’ certificates and time-served records

are kept ready for the inspectors review.
• Ensure that the person responsible ashore to keep the matrix up to date,
does so.
Module 4 - Overall Safety During SIRE Inspections
1. Ensure full PPE is worn at all times when
outside accommodation or in
machinery spaces.
2. If H2S or Benzene is present in the cargo,
make this known to the inspector
immediately on boarding.
3. Ensure ISGOTT Chapter 10 and OCIMF
guidance on entering encloses spaces
is followed TO THE LETTER.
4. Ensure that if any unusual situation
exists, this is fully explained PRIOR to the
commencement of the inspection.
(Even better if its done by email).
Module 4 – The theatrical Part
Module 4 – First Impressions
Moorings
• Are sufficient mooring lines deployed?
• Any mixed moorings?
• Condition of the mooring lines?
• Are synthetic tails are properly attached to
wires?
• If required by the terminal, are Emergency
Towing Off Pennants (ETOPs) correctly
rigged?*
*Note : OCIMF no longer recommend the use of
ETOPs. All questions relating to ETOPs have been
removed from the VIQ.
Module 4 – Boarding
• It is safe enough to permit the inspector to
proceed?
• Is the gangway rigged correctly, with
stanchions and manropes in place?
• What does it comprise?
• Unless a shore gangway is used, a safety net
should be fitted (5.47)
• Are a heaving line, lifebuoy and light
available?
• Is the “No Visitors” notice posted where it can
be seen from the shore?
• Does it state “No Photography”?
If you believe that any arrangements provided by the

terminal might result in an inspector Observation, record a
Note of Protest or a Statement of Facts and show it to the
inspector.
Module 4- Mobile Phones, Torches and Batteries
• The use of mobile phones on the open deck is prohibited. All visitors
& contractors to her vessel must be made fully aware.
• Only flash lights (torches) which have been approved by an
authority for use in flammable atmospheres may be used onboard
tankers.
• Torch Batteries must be basic Zinc Carbon (Not long life or
rechargeable as this may negate the Ex approval rating of the
torch)
• ONLY USE BATTERIES AS SPECIFIED IN THE ORIGINAL CERTIFICATE
Module 4 – Boarding
5.47 Is the vessel provided with a safe means of access and are all available means of access
(gangway / accommodation ladder / pilot ladder / transfer basket) in good order and well
maintained?
Safety nets are not required if the gangway is fixed to the shore and provided with a permanent
system of handrails made of structural members. For other types of gangways, and those fitted with
rope or chain handrails or removable posts, correctly rigged safety nets should be provided. (ISGOTT
16.4.5) Regardless of whether the gangway is supplied by ship or shore, it is the ship’s responsibility to
ensure that a safety net is rigged.
Safety nets should be provided wherever there is a possibility of a person falling over or through the
side rails of the gangway and should be rigged to prevent anyone falling between the ship and
quay. Where the rails provide adequate protection, a safety net might not be necessary.
Regardless of whether the gangway is supplied by ship or shore, it is the ship's responsibility to ensure
that a safety net is rigged.
If the means of access are considered to be unsafe, then the inspector must not put him/herself at
risk by going on board.
Module 4 – Gangway
Module 4 – UKMCA Code of Safe Working Practices for
Merchant Seamen
18.2.2
When the inboard end of the gangway or accommodation ladder rests on or is flush
with the top of the bulwark, a bulwark ladder should be provided.
Any gap between the bulwark ladder and the gangway or accommodation ladder
should be adequately fenced to a height of at least 1 meter.
18.2.3
Gangways and other access equipment should not be rigged on ships rails unless the
rail has been reinforced for that purpose. They should comply with the guidance in
Annex 18.1
Module 4 – MSC.1/Circ.1331
MSC.1/Circ.1331
11 June 2009
GUIDELINES FOR CONSTRUCTION, INSTALLATION, MAINTENANCE AND INSPECTION / SURVEY OF

MEANS OF EMBARKATION AND DISEMBARKATION
3.3 Lifebuoy
A lifebuoy equipped with a self-igniting light and a buoyant lifeline should be
available for immediate use in the vicinity of the embarkation and
disembarkation arrangement when in use.
Module 4 – Coming on Board
Security
• Have a reliable rating on duty
• Ensure that the gangway is manned
• Equip the gangway watchman with a
walkie-talkie
• Ensure that the gangway watchman
challenges the inspector
• He must :
– Ask for SIRE ID
– Ask the inspector to sign a Visitor’s Book
– Provide the inspector with an Emergency
Stations Card
– Ask to see inside the inspector’s bag
– Ask to check inspector’s mobile phone is switched off
Module 4 – First Impressions – The walk to the
accommodation • Are all dipping / sampling points closed ?
• Is small spill clean-up equipment provided near
manifold?
• Are fire hoses rigged in vicinity of manifold?
• Are bolts inserted into all the manifold flanges?
• Are all unused manifolds blanked / fully bolted?
• Is the manifold drip tray free of oil?
• Are pressure gauged fitted outboard of the
manifold valves?
• Are all scupper plugs in place and tight?
• Are scuppers free of rainwater?
• Are portable pumps rigged for immediate use
at aft end of main deck?
Module 4 – Problems ahead?
The inspector has been on board for only a few minutes, he has not
yet met the Master, but … what he has already seen is important
and …the overall “First Impression” has been gained

Module 4 – Entering the accommodation
• Are all accommodation doors
shut?
• Is the watertight door seal

packing sound?
• Is the accommodation under

positive pressure (Can you feel a
draft in your face?)
“The accommodation atmosphere
is under negative pressure” – A very
frequent observation
• 5.10 Is the accommodation space
atmosphere being maintained at a
higher pressure than that of the
ambient air??
• Air conditioning intakes must be set
to ensure that the atmospheric
pressure inside the accommodation
is always greater than that of the
external atmosphere. Air
conditioning systems must not be set
to 100%
ISGOTT
24.2 Central Air Conditioning and Ventilation Systems
On ships with central air conditioning units, it is essential

that the accommodation is kept under positive pressure to
prevent the entry of hydrocarbon vapors. Intakes for air
conditioning units are usually positioned in a safe area and
vapors will not be drawn into the accommodation under
normal conditions. A positive pressure will be maintained
only if the air conditioning system is operating with its air
intakes open and if all access doors are kept closed,
except for momentary entry or exit. The system should not be
operated with the intakes fully closed, that is in 100% recirculation
mode, because the operation of extraction fans in galley
and sanitary spaces will reduce the atmospheric pressure
in the accommodation to less than that of the ambient
pressure outside.
• Are the alleyways brightly lit, free
of clutter and clean?
• Are the posted fire and safety
signs clearly legible
• Are the station bills (boat lists) up
to date?
Module 4 – Internal Accommodation
• Are smoking regulations being observed?
• Use of electronic cigarettes
• Are decks clean, free of grease and debris?
• Is the accommodation free of fire hazards?
• Is laundry clear or dirty/clean clothes?
• Are ports closed?
• Are fire and safety plans, muster lists and other notices posted,
up to date and legible?
• Is the galley free of fire hazards?
• Are refrigerators and food stores in hygienic condition?
• Is the emergency ventilation fan stop clearly indicated?
• Do the officers know how to operate the engine room
emergency stops?
Module 4 – Hygiene
11.13 Are accommodation, public spaces, sanitary areas, food store handling spaces,
refrigerated spaces, galleys and pantries well illuminated, clean, tidy, in a hygienic condition
and obstruction free?
Inspector Observations: Pod storage place located next to the oven was found to have fatty
deposits which could represent a fire hazard.
Initial Operator Comments: The mentioned stainless steel pot storage place was thoroughly
scrubbed and cleaned the same day (see attached photo). Meantime, the vetting
observations were discussed in the Safety Committee Meeting on 29 Sep 2018 to good order for
all crew awareness to prevent such a recurrence (see attached). A verbal warning was given
to catering staff by the Master and reminded them that proper housekeeping and cleanliness
in there area of responsibility must be observed at all times. A Near Miss Report was created to
prevent reoccurrence of such practice and to improve proper housekeeping in general (see
attached report).
Module 4 – Internal Accommodation
5.9 Are the officers and ratings aware of the requirements of the ISGOTT Ship/Shore Safety
Check List (SSSCL) and are the provisions of the check list being complied with?
Inspector Observations: Cigarette lighters were observed in the crew smoke room and Suez
canal boatman’s cabin. The door to the crew smoke room was open, as was door to main cross
alleyway, therefore only one door separating outside and smokers.
Initial Operator Comments: This is a gross negligence on the part of ship staff. Ship staff has been
reprimanded and a Circular sent out to the whole Fleet reminding all concerned of dangers
and prohibition of carriage of matches and lighters through terminals which may result in severe
penalties in case of non-compliance. Fleet personnel dept. has been requested to obtain an
affidavit from all on-signers that they will not be carrying cigarette lighter on any ship at any
time. Masters have been requested to hand – over printed hard copies of Company’s safety
requirements to all visitors boarding any of NITC ship.
Module 4 – The Pre- Inspection Meeting
Who attends the opening meeting?
Agenda
1. The order of the inspection. (Docs,
wheelhouse, external etc.)
2. What equipment does the inspector want to
see operating?
3. What ballast tanks does he want to sight from
the deck?
4. Are there any unusual conditions that need to
be pointed out?
5. Are there defects that exist which will be seen
by the inspector?
6. Discuss Section 4 of the VIQ Intro and recap
inspector’s responsibilities.
Let’s take a look at these.

Module 4 – The Pre- Inspection Meeting
There are four basic parts of the inspection:

• Documentation
• Navigation, bridge procedures, equipment
and communications • Cargo operations and
the main deck
• Engine room operations
Module 4 – SIRE Provisions
4.1.1 General Requirements.
1. The inspector must introduce themselves to the Master or the Master’s authorised deputy, explain the
scope of the inspection and discuss the preferred order in which it will be carried out, prior to
commencement of the inspection. Inspectors should co-operate fully to conduct the inspection in the order
that will cause the least disruption to the vessel’s operations. The inspector must be accompanied by a
member of the ship's staff at all times during the course of the inspection.
2. Inspectors may, on occasion, have observers with them during an inspection. Where the inspector has an
observer accompanying them, the inspector must introduce the observer to the Master at the same time
and in the same manner as they introduce themselves. Inspectors must clarify the extent and scope of the
observer’s role during the inspection.
3. The inspector must set a good example with respect to their communications, behaviour and own
personal safety procedures whilst on board the vessel and in the terminal and must wear appropriate
personal protection equipment at all times.
4. Electrical or electronic equipment of non-approved type, whether mains or battery powered, must not be
active, switched on or used within any gas-hazardous or other hazardous areas. This includes torches, radios,
mobile telephones, calculators, computers, photographic equipment and any other portable equipment that
is electrically powered but not approved for operation in a gas-hazardous area. It should be borne in mind that
equipment such as mobile telephones and smart watches, if switched on, can be activated remotely and a
hazard can be generated by the alerting or calling mechanism and, in the case of mobile telephones, by the
natural response to answer the call. Any specific Terminal requirements must be adhered to.
5. Any Observations that the inspector intends to record in the VIQ must be pointed out and discussed ‘on site’
at the time with the member of the ship's staff assigned to accompany the inspector. This ensures that the
nature of the Observations are fully understood and can also avoid extended discussion at the end of the
inspection.
6. On completion of the inspection, some Submitting Companies require the inspector to provide a list of the
inspection findings in the form of written observations, others do not. In either case, the inspector must discuss
the inspection findings with the Master or the Master's authorised deputy before leaving the vessel. Other than
to prepare these observations, however, the inspector must not remain on the vessel to complete the
inspection report. It is recognised that on occasions this may not be possible, especially when leaving and
joining the vessel is done by helicopter on vessels doing STS operations.
7. It is recommended that the inspection be completed in about 8 to 10 hours (refer section 4.3.5). It is also
expected that documentation checks carried out as part of the inspection should not exceed 3 hours. All
other time onboard should be used to conduct the inspection of the vessel, interact with crewmembers,
compile the observation list if appropriate, and conduct the close out meeting. The completion of the report
using the report editor software before the inspector leaves the vessel must not occur as this reduces the time
that the inspector will spend conducting the physical inspection of the vessel. As specified in section 4.1.1.6,
the inspector must leave the vessel on completion of the inspection and must not remain on board to
complete entering the report details into the report editor.
8. The time of 8 to 10 hours specified in section 4.3.5 is guidance, however the actual time taken to complete
the inspection may differ. All inspectors must take into account their own rest hours including travel time and
fatigue levels when conducting inspections. ‘Back to back’ inspections are discouraged, and inspectors
should complete and submit the report for one vessel before commencing an inspection on another vessel.
4.3 Other Inspection Requirements
1. Ship inspections shall not be conducted at night unless requested by the OCIMF Inspecting
member. The vessel’s operator must also concur that it is safe to carry out a night inspection and
that this will not negatively impact the vessel’s compliance with work and rest hour requirements.
2. Inspectors shall limit advance communications with vessels and vessel operators to that
information necessary to arrange access and appropriate arrival to and from the vessel, or to
communicate intended inspection plans. Inspectors shall not request information concerning the
VIQ in advance of their arrival to a vessel. Inspectors shall not communicate with the vessel or
vessel operator after completion of OCIMF inspection activities. Following an inspection all
communication concerning the inspection shall be managed by the commissioning member.
3. The inspector should consider requesting that equipment be run and tested to confirm that it is in
operational order and that officers and crew are familiar with its operation. The inspector must
ensure that such requests do not cause delay or interfere with the safety and normal operation of
the vessel and do not contradict any terminal requirements.
4. It should be recognised that the overall objective of the inspection is to provide the user of a SIRE
Report with a factual record of the vessel’s condition and standard of operation at the time of
the inspection and, in turn, allow an assessment of the risk that use of the vessel might pose
5. A SIRE inspection is expected to be accomplished within an 8-10 hour period. The inspector
must plan their time accordingly and make sufficient allowances to have this period of time
available for the inspection. Inspectors must take into account the hours of rest requirements
for the vessel’s staff that must be observed and ensure that the SIRE inspection does not
interfere with these.
6. Under normal circumstances, a SIRE inspection will take place when a vessel is alongside in
port whilst discharging or loading cargo. During the course of the inspection entry into ballast
tanks and/or /void-spaces is discouraged. Assessment of the physical condition of ballast
tanks/void spaces etc. can be made only in circumstances where the access hatches or
plates can be removed, and the internals sighted from the deck. In any event, actual entry
should only be made following specific written request from the inspecting company, with
the authority of the Master and provided that port and terminal regulations allow it. In all
cases, the enclosed space entry procedures set out in ISGOTT Chapter 10 must be strictly
observed.
7. Travel for ship inspections on behalf of OCIMF member companies must, at all times, be
conducted in a safe manner with due regard to industry best practice and any agreements
between the inspector and member companies. Inspectors must ensure that they are able
to safely conduct an 8-10 hour inspection without undue fatigue.
Module 4 - Summary
• Understand and ensure that the inspector follows the expectations set out in the
introduction (Sect 4) to the VIQ
• Remember what the inspector is, and is not, allowed to do
• Make sure that the “First Impressions” are favorable
• Ensure that the gangway watch when the inspector boards and that he knows how
to deal with the inspector
• Ensure the accommodation atmosphere is under positive pressure
• Have all senior officers present for the pre-inspection meeting
• Get a clear understanding of what the inspector wants testing
• Change the route of the inspection if necessary
Module 5 – Certificates and Documentation
Module 5 – Documents and Certificates
VIQ 2.1
Are all the statutory certificates listed below, where applicable, valid and have the annual and
intermediate surveys been carried out within the required range dates?
2.1.1 Certificate of Registry
2.1.2 Continuous Synopsis Record
2.1.3 Document of Compliance (Doc)
2.1.4 Safety Management Certificate (SMC)
2.1.5 Safety Equipment Certificate, supplemented by Form E Set out
2.1.6 Safety Radio Certificate, supplemented by Form E certificates
2.1.7 Safety Construction Certificate
exactly as they
are listed in 2.1
2.1.8 IOPP Certificate, supplemented by Form A or B Statement of Compliance supplement
of the VIQ
2.1.9 What is the vessel’s designation as recorded in the IOPP Certificate, Form B, Question
1.11?
2.1.10 Minimum Safe Manning Document
2.1.11 Certificate of Fitness for the Carriage of Chemicals or Gas
2.1.12 Noxious Liquid Substances (NLS) Certificate
2.1.13 Civil Liability Convention (1992) Certificate
2.1.14 Name of P and I Club
The Harmonized Vessel Particulars Questionnaire
The On-Line Officers’ Matrix
The Oil Record Books

Provision of the HVPQ
1.14 Is an up to date OCIMF Harmonised Vessel Particulars Questionnaire (HVPQ) maintained
and is it readily available?
The HVPQ, compiled using OCIMF HVPQ software should be available on board and randomly
reviewed by the inspector for accuracy. It is not essential that the HVPQ is provided in paper
form and inspectors are not expected to seek a paper copy from the vessel.
Notes : To better assist the inspection, Inspectors must access the SIRE database and
download the HVPQ for each vessel that is to be inspected prior to attending the vessel.
Inspectors MUST either print out or download the Officer Matrix for use during the inspection
The vessel details
Module page providesthat
5 – Information accessshall
to view
beand manage all information
accessed by the relating to a
vessel. The OCIMF-ID
inspector is displayed alongside the vessel name and identifier.
prior boarding
This area allows the ship operator to create and manage crew record for their vessels.
Module 5 – Check of officers’ experience and cross-
Selecting the “edit” button from the screenshot above (or the “create” button on first
reference between licenses and the on-line officers’ matrix
use of the crew matrix for a vessel) shows the crew matrix details page for the vessel.
The crew matrix screen Ensure thatofficer

separates the seaand
timeengineer
and experience
crew onaggregates
to two tabsmeet
as shown on
the requirements of the oil company
the screenshot above. When viewing details of either officer or engineer crew the
Module 5 – Hours of Rest – SIRE VIQ Chapter 3
3.1 Does the manning level meet or exceed that required by the Minimum Safe
Manning Document?
Note: Inspectors should review the number of personnel on board against the vessel’s trading pattern and
level of operation and should consider issues such as whether:
• The bridge is being adequately manned under all sailing conditions;
• There are sufficient personnel to moor the ship safely;
• The cargo operation is being effectively controlled (if two deck officers alternate the cargo watches, is
the second officer adequately experienced and qualified and are ratings
sufficiently familiar with the operation);
• Safety functions are being adequately addressed (drills, ship security issues, equipment maintenance);
and
• The quality of rest is adequate considering the trading area and the workload.
Module 5 – Key Questions in the VIQ Relating to Hours of Rest
3.2 Are the STCW and flag Administration’s regulations that control hours of
work to minimise fatigue being followed and are all personnel maintaining
hours of rest records in compliance with MLC or STCW requirements?
The “Anomalies” between MLC 2006 Hours of Work and STCW 2010 Hours of Rest
Calculations. (VIQ 3.2)
At the flag Administration’s option, these may be calculated under two formulas,
relating either to Hours of Work or Hours of Rest. The resulting stipulated minimum
hours of rest are not the same.
Under the hours of work calculation, the maximum hrs of work shall not exceeded
14 in any 24 hrs period and 72 in any 7 day period.
Under the Hours of Rest calculation, a seafarer must have at least 10 hrs rest in any
24 hrs period and 77 hrs in any 7 day period.
Inspectors must therefore ascertain under which formula the vessel is obliged to
comply, to confirm that the mandatory hours of rest, or hours or work are being
observed when responding to Question 3.2
Minimum restrictions include that the Hours of rest :
May be divided into no more than two periods, one of which shall be at least
6 hours in length, and the intervals between consecutive periods of rest shall
not exceed 14 hours.
Schedule need not be maintained in the case of an emergency or in other

overriding operational conditions.
Musters, fire-fighting and lifeboat drills, and drills prescribed by national laws
and regulations and by international instruments, shall be conducted in a
manner that minimizes the disturbance of rest periods and does not induce
fatigue.
Module 5 – Master’s Overriding Authority
(STCW A-VIII/1, para 8)
Nothing shall be deemed to impair the right of the master of a ship to require a seafarer to
perform any hours of work necessary for the immediate safety of the ship, persons on board
or cargo, or for the purpose of giving assistance to other ships or persons in distress at sea.
Accordingly, the master may suspend the schedule of hours of rest and require a seafarer
to perform any hours of work necessary until the normal situation has been restored.
As soon as practicable after the normal situation has been restored, the master shall ensure
that any seafarers who have performed work in a scheduled rest period are provided with
an adequate period of rest.
Module 5 – Master’s Overriding Authority
If the Master is exercising his rights to Overriding Authority, a clear entry that
records the circumstances must be made in the ship’s log book.
This must be shown to port State, flag State or SIRE Inspectors who uncover
what appear to be hours of Rest irregularities.
Module 5 – Comparisons between MLC2006 and STCW 2010
Regulation Work/Rest in any Work/Rest in 7 No. and Length of rest periods Schedule Records and
24 hrs days exceptions
ILO 180/MLC Max 14 hrs of work Max 72 hrs of work Not more than 2 periods of rest, one Specific format Daily hours records to
2006 Or Or of which must be at least 6 hrs. table for all be maintained.
Min 10 hrs of rest Min 77 hrs of rest Interval between rest periods not to seafarers.
exceed 14 hrs Competent authority
Actual times for at may allow exception
sea in the port if by collective
agreement
STCW 2010 Min 10 hrs of rest Min 77 hrs of rest Not more than 2 periods of rest, one Specific format Daily hours records to
(Manila of which must be at least 6 hrs. table as ILO, but be maintained.
amendments) Interval between rest periods not to watchkeeper and
exceed 14 hrs safety pollution / Parties may allow
security positions exceptions.
only
//Parties may allow exceptions//
What is the definition of “parties”??

Flag State Administration?
Port State Control?
The Ship owner??
The Master???
How is a vessel eligible to use these exemptions?
Does the term “parties” include the Master?
Entries in the Official Log Book recording instances where unavoidable

non-conformances occur may assist to avoid trouble (and inspector
Observations)
How does it work (especially on the 77 hours in any 7-day period)
Assume that a seafarer has a 13 hours of rest per day from day 1 to 7 (a total of 7 days).
From day 8 to day 11 a seafarer has a 13 hours of rest per day (the absolute minimum, it
cannot be minimized further). It will work fine up to the end period on day 11. During this
period a 77 hours rest on any 7-day period are being provided. On day 12 however the rule
fails. At that day the seafarer has to comply with the 77 hours on any 7-day period so on day
12 the seafarer has to take rest for 10+1=11 hours.
Day 1 2 3 4 5 6 7 8 9 10 11 12
1 2 3 4 5
Rest Hours 13 13 13 13 13 13 13 10 10 10 10 11
Last 7 days 91 88 85 82 79 77
Module 5 – Remember Anomalies between STCW and MLC2006
Does keeping records for both makes things easier
when dealing with SIRE?
ILO MLC rules on record keeping that every seafarer
hours of rest / work should comply with the rule :
(a) maximum hours of work shall not exceed:
(i) 14 hours in any 24 – hour period; and
(ii) 72 hours in any seven – day period; or
(b) minimum hours of rest shall not be less than:
(i) ten hours in any 24-hour period; and
(ii) 77 hours in any seven-day period.
Module 5 – Doing the math!
• 1 day (24hrs) minus Min of 10 hours of rest minus Max 14 hours of work
= ZERO hrs
• 1 week (7X24=168 hrs) minus Min 77 hours of rest minus Max 72 hours
of work leaves a balance of NINETEEN (19) hours.
In this calculation you lose/gain: 19 Hrs.
• If only hours of work are recorded, you need to providing periods of

rest of 96 hours ( 7 X 24 = 168-72=96 hours!)
In this calculation the math works
• The obvious result from the above is than in case you need to fully
comply with BOTH STCW and MLC plus minimizing the liability of false
record keeping you need to keep records of hours of rest ONLY!
Module 5 – Hours of work – The Shell Position (20 Feb 2012)
From the 1st of Feb. 2012 Shell International Trading and
Shipping Co Ltd (STASCO) has raised the risk level from
Ship Inspection Report Exchange (SIRE) inspection
observations relating to hours of work, specifically
questions 3.2 and 3.3 of the Vessel Inspection
Questionnaire (VIQ 6 - 2014). You should also be aware
that significant non-conformance or evidence of
record falsification may lead to vessels being deemed
unacceptable for Shell Group use.
Module 5 – The OCIMF Recommendation
It should be ensured that, at any time during
the working period, in the past 24 hours the
seafarer should always be in compliance with
the requirements. The seafarer should have
had a minimum of 10 hours rest which was
divided into no more than 2 periods, one of
which was of a minimum of 6 hours.
Module 5 – STCW Hours of rest compliance …. either difficult or
impossible (1)
The actual Manning level aboard and trading pattern of the vessel is
key
• Accuracy in the completion of the Hours of Rest Log
• Documents that may be reviewed to check the accuracy of the
Hours of Rest Log:
– Oil Record Books Parts 1 and 2 (Engine & Deck – if an oil tanker)
– Enclosed Space Entry Permits & Entry Logs
– Log Book Entries for port entry / Departure and Mooring / Unmooring Ops
– Tanks Washing – details of wash times
– Purging, Gas freeing and re-inerting
– Records of Drills – if outside normal work hours, are they logged?
– ISPS Compliance.
Module 5 – Hours of rest compliance (2)
• Manning Levels
– Two or three deck officers will arouse suspicion
– If manning is at, or close to the minimum as stated in the Minimum
Manning Department.
– Vessels Operating under UMS at or close to the stated MMC levels.
• Work Schedules in port

– Both deck and engineering officers are subject to non-compliance
– Chief Officer and Second Engineer are most likely officers to be non-
compliant
Module 5 – Hours of rest compliance (3)
Is the Hours of Rest Log completed in exact accordance with

Company instructions ?
– Does the SMS have clear instructions to prevent fatigue?
– Is the Comments section completed?
– Are the total daily and weekly hours recorded?
– Will inconsistencies between the recorded hours of rest versus
actual evidence be uncovered?
Module 5 – Some examples of inspector observations seen in
SIRE Reports
Inspector observations :
The vessel maintained work rest logs as required. However, when the
current month’s log (April 2018) was checked in the computer it was
noted that the entire month for both deck and engine department
had already been filed out.
The inspection was conducted on 11th April 2018.
Module 5 – Some examples of inspector observations seen in
SIRE Reports
3.3 Do all personnel maintain hours of rest records and are the
hours of rest in compliance with STCW requirements?
Inspector observations :
Some of the hour of rest records were inaccurate, showing that staff
worked same hours everyday, i.e. Bosun and Pumpman working eight hours
daily without overtime.
Deck department forms had not been completed by head of department
inputting totals as required by the form.
Initial Operator Comments : This is a mistake on the part of ship staff. Master,
officers and crew are briefed about the importance of accuracy of rest
hours records. Departmental Heads are advised to be careful while
reporting rest hours.
Module 5 – General Paris MOU findings following CIC 4Q 2010
relating to work /rest hours
• Hours of rest not being complied with in port resulting in
watch keepers on duty for departures and first sea
watches not being adequately rested;
• Records of hours of work/rest are not being maintained;
• Records of hours of work / rest do not reflect the actual
working arrangements; and
• The Safety Management System of the ship is deficient in
ensuring compliance.
Module 5 – Hours of Rest - Conclusions
• Logs are being completed by a single person – not by the individuals
concerned.
• Logs are not completed on a daily basis “without delay” – MARPOL

Annex I 36.5
• Many people assume a 00-24hr day is used – this is not the case. STCW
uses the term, “ In any 24 hour period”
• Most entries are simply fictitious and errors are easily able to be detected
!!!
• Port State and Oil Cos are taking a much harder line where non-
compliance is uncovered.
Module 5 – Specialized Training requirements in the VIQ
3.6 Are those officers who have immediate responsibility for cargo transfer, in possession
of the Certificates of Specialized Training as applicable to the type of cargo being
carried?
Note : The term "Person with immediate responsibility" as used in paragraphs 3 and 5 of
regulation V/1-1 and paragraph 3 of regulation V/1-2 means a person being in a decision
making capacity with respect to loading, discharging, care in transit, handling of cargo,
tank cleaning or other cargo related matters". (STCW Code B V-1).
It is interpreted that a 'Person with immediate responsibility' includes all watch keeping
officers in charge of cargo related operations whether the vessel is at sea or in port. This
includes 2nd Officer, 3rd Officer, 4th officer, Gas/Cargo engineer.
It should be noted that persons with immediate responsibility may include pumpman and
other ratings engaged in direct supervision of the cargo operation.
Module 5 – Certification and documentation (1)
• General information for Chapter 1 of the VIQ should be taken by
the inspector from original documents – not the HVPQ
• Inspector should cross – check the HVPQ for accuracy
• Operator’s Policies and Operating Procedures Manuals
• Class Condition Survey files
• Enhanced Survey Program (ESP) files
• Condition Assessment Scheme (CAP) if applicable
• IOPPC with Part A or B
• Oil Record Books (Both Part 1 and Part 2 checked at same time)
• Garbage Management Books
• Annex VI Logs
• Nautical Publications Library – usually checked during wheelhouse
inspection.
• Crew overtime logs
• Crew licenses and records of sea service
• Drug and alcohol policy and records of unannounced drills and
attendance by shore testing Company.
• Safety management meetings
• Minutes of safety meetings, actions, follow-up and close-out
• Records of drills, training and familiarization (Paper records vs Reality)
• Near-Miss reports and actions
• Health and Safety committee Meeting minutes and actions.
• Record of Visits by Operator’s Superintendent
Do Not Provide Superintendent’s inspection reports,
Do Not Provide Previous SIRE reports.

• Ship security plan

• Enclosed space, and pump room entry permits
• Hot work procedures and certificates. Remember – the
more Hot Work Certificates there are, the more concerned
the inspector will be
• Safety Equipment Certificate and accompanying Form E.
• Safety Radio Certificate and accompanying Form R
• ECDIS Letter of Equivalence
• Shipboard oil and marine pollution emergency plans

• Ballast water management plans
• Garbage management plans and logs
• Crane and Cargo Handling lifting equipment records
• Ship to ship transfer operations
• VOC Plan
• Mooring equipment records
Module 5 – Review of the ESP File
A planned inspection program must be in place
Important :
Inspectors should review the Condition Evaluation Report and
Executive Summary
The bad words:

• Substantial corrosion
• Cracks
• Serious incidents
Module 5 – ESP Requirements
IMO Resolution A.744 (18): Annex B: “Guidelines on the enhanced

program of inspection during surveys of oil tankers”
Enforced by:
MARPOL 73/78 Resolution A744(18)
IACS Unified Requirements, IACS UR Z10.1 (Hull Surveys of Oil Tankers)
specifies the minimum overall and close –up surveys for:
• Plate thickness measurements
• Tank testing
• Survey planning and reporting
Module 5 – ESP Requirements – Important Definitions
Overall Survey : A survey intended to report on the overall condition of the hull
structure and determine the extent of additional Close-up Surveys.
Close-up Survey: A survey where the details of structural components are

within the close visual inspection range of the surveyor, i.e. Normally within
reach of hand.
Suspect areas : Locations showing substantial corrosion and/or are considered

by the surveyor to be phone to rapid wastage.
Substantial corrosion: An extent of corrosion such that assessment of corrosion

pattern indicate a wastage in excess of 75% of allowable margins, but within
acceptable limits.
Module 5 – Hot Work “ The Vessel had arrived Fujairah
anchorage on 27th Dec, 2018 in ballast
and was certified gas free by an
external company.
On 29 Dec, 2018 around 1700 hours, the

vessel suffered an explosion in the
vicinity of no 5 and 6 cargo tanks whilst
repairs were in progress on deck.”
Module 5 – Permits Folder
• General – The bigger the file, the more
concerned the inspector will be.
• ISGOTT Guidance must be followed.
• Consideration of alternatives,(such as cold
work) must be made and hot work
undertaken only as a last resort.
• Planning
• Execution
• The notification and agreement process
between vessel and shore management
must be clear and unambiguous?
Module 5 – Summary – What to Avoid by all means
• Certificates folder is disorganized
• Ship’s management manuals have not been updated
• Ship’s manuals are not signed by personnel
• SOPEP manual has not revised
• Mooring records
– Not kept up to date
– Winch testing records not adequate
– Mooring lines, Joining Shackles and synthetic tail certificates do not indicate the winches on
which they are stored
• Personnel are unfamiliar with SOPEP contents
• Inadequate Hot Work and Enclosed Space Entry Permits
• Physical evidence is not in conformity with records
• Fire plans do not reflect the actual equipment or location
• Personnel unfamiliar with contents of management manuals
• Significant irregularities with Hours of Rest Records
Module 6 – Oil Record Book Exercise
Module 6 – Remember that?
1. In Part I of the Oil Record Book, under

Section “C” Collection, transfer and
disposal of oil residues, when should the
quantities retained on board be recorded?
MEPC.1/Circ.736/Rev.2
Module 6 – UK P & I Club Technical Bulletin reg ORB Part 1
• Entries under Section ( C )
• Section ( C ) 11, Collection of oil residues
( C ) Collection and disposal of oil residues
Quantities of oil residues (sludge and other oil residues) retained on board.
The quantity should be recorded weekly* (This means that the quantity must be recorded once a week
even if the voyage lasts more than 1 week).
11.1 – identify of tank (s)
11.2 – Capacity of tank(s) m3
11.3 – total quantity of retention m3
11.4 – quantity of residue collected by manual operation m3
(Operator initiated manual collections where oil residues (sludge) is transferred into the oil residue (sludge)
holding tank(s)
*tanks listed in item 3.1 of forms A and B of the international Oil Pollution Prevention (IOPP) Certificate, and
only these tanks. Other tanks and bilge water should be included under a different heading.
Manual collection should be recorded when they occur and separate to the weekly ROB sludge records.
Module 6 – Entries relating to the use of the Oily Water
Separator
Example 1: Disposal of bilge water overboard via 15ppm equipment
Date Code Item Record of operations / Signature if officer in charge
12/Dec/2018 D 13 2.5m3 of bilge water from Dirty Bilge Tank, capacity 27m3, 14,3m3 retained
14 Start : 08.00, stop 11.30
15.1 Through 15 ppm equipment overboard
Position Start : 35 deg 15 min N. 126 deg 31 min E
Position stop : 35 deg 00 min N.126 deg 04 min E
Signed :
Note : Code I entries for the unsealing and re-sealing of the overboard valve will also be required as detailed below.
Module 6 – Voluntary entries under Code 3.3
Example 5: Voluntary weekly declaration of bilge tank retention quantity.
Date Code Item Record of operations / Signature if officer in charge
12/Dec/2018 I Weekly inventory of Bilge Water Tank(s) (listed under item 3.3)
Dirty Bilge Tank, capacity 27,0 m3.15,0 M3 retained.
Signed :
Note : This item should be recorded every week directly after the weekly record of items under Code C 11.1/C 11.2/C 11.3
for oil residue (sludge) tank(s) in section 3.1 of Form A (or B).
Module 7 – Wheelhouse, Navigation &
Communication
Navigation Policies, Logs and Records, Condition of Equipment, Officers’
Competence
Module 7 – C/S Costa Concordia – 13 Jan 2012
A reconstruction from the AIS

data leading up to the
grounding and capsize
Module 7 – The Case of the Sichem Osprey - Clipperton Island
10 Feb 2010
Clipperton Island
BA Chart 4802
United States
and Mexico
Module 7 – The Case of M/S “Oliva”
Nightingale Island Tristan Da Cunha. 16 March 2011

Module 7 – Put yourself in an Inspector’s or Auditor’s position.
If you had inspected these vessels just before they

had their disasters, what would have given you
concerns about the standards of navigation.
Module 7 – Put yourself in an Inspector’s or Auditor’s position.
First impressions
Who accompanies the inspector for the

inspection of the wheelhouse?
Module 7 – How to Inspect the Bridge When the Vessel is not in
Transit?
• Is the bridge a place of work or a place of pleasure?

• Does the record keeping provide accurate evidence of the navigation and
the vessel’s position at all times to permit a full reconstruction of the
voyage?
• Is evidence of prudent navigation demonstrated?
• Is evidence of good Bridge Team Procedures demonstrated?
• Does the Passage Plan provide sufficient information on the charts?
• Is all the instrumentation operational and does the watch keeper
understand how to use it?
Module 7 – Navigation Policies and Procedures
• Company policies
• Statutory documentation, (Tide Tables, Lists of

Lights, Nautical Almanac etc)
• Master’s Standing orders
• Bridge Log Book

Module 7 – Company’s Standing Orders
General
The Master must understand that nothing contained in this chapter is to be construed
in any way to relieve him of his full responsibility for the safe navigation of his ship and
the efficient organisation on board.
The Master has overall responsibility for the safe operation of his vessel in accordance
with flag state laws and international regulations. Under no circumstances is
commercial pressure to justify the taking of an unnecessary risk. The Company will
support a decision taken by a Master in good faith and in the interests of safety.
Module 7 – Company’s Standing Orders
4.1 Are the deck officers’ familiar with the Company navigation procedures and instructions and are the Company
navigation procedures comprehensive?
Inspector Observations : Company Marine Operations Manual (Section 1-02-02-4) required for Master to be called at 4nm if
restricted visibility encountered. Masters standing orders noted as requiring call at 3nm in congested waters and 2nm in open
waters.
Other inspector Comments: During close out meeting Master acknowledged the conflicting situation and reported he had
updated his standing orders to be in line with company directions.
Initial Operator Comments : Root Cause;
Company procedure has been noted to be contradictory as regards Master’s standing orders in that the procedure makes
specific requirements while the specimen Standing Orders appear to give the Master feeway to use his own experience for
Standing orders appear to give the Master feeway to use his own experience for setting minimum call out ranges for reduced
visibility. The Master had used his own experience and judgment to assess calling out distances that were suitable to him
based on his experience in ships of this size and speed overlooking the procedural requirement.
Correction :
This was corrected on the spot and the revised Standing Orders printed out and signed by the Bridge officers as per the
attached.
Action to prevent reoccurrence :
A proposal has been made to Group to revise the company specimen Standing Orders, MAROPS 001, to bring these into line
with company procedures. In addition relevant procedure s are also proposed for inclusion. Pending issue of the proposed
revision a local instruction has been issued to the fleet to clarify the point.
Attachment : Extract master standing orders.
Module 7 – Master’s Bridge Order Book
Q . Are Bridge Orders made by the
master every day when the vessel is at
sea and when at anchor?
Q. Are the Master’s Bridge Orders

countersigned by all the watch
keepers?
Q. What value do Bridge Orders provide

when the vessel is far from land on an
ocean crossing?
Module 7 – The Value of the Master’s Bridge Order Book
From Investigation into a Collision in Dover Strait
“Neither master was on the bridge at the time of the

collision. The master of the smaller vessel had not left night
orders.
The night orders left by the master of the larger vessel did
not reflect the increased risks, from additional traffic,
facing the vessel on her passage through the Dover Strait.”
UK MAIB Report
Module 7 – The Bridge Logbook Entries – Easy Observations (1)
• End of each Watch
• Direction of wind, sea state and vessel’s movement
• Cloud cover
• True, Gyro and Magnetic Course
• Gyro error and deviation by observation
• Distance by log
• Safety Rounds conducted
• Significant events, alter – course positions or passing sea marks
• One-hours notice to Engine room before Stand by
• Bridge clocks, course recorder, loggers and Engine Room clocks and loggers synchronized at time of SBE
• Time Echo Sounder turned on
• Time Master on bridge and formally took the con.
• Testing of main engine tested astern prior to arrival
• Time pilot boarded and Pilot’s name
• Significant Cargo Events Only (Time started and completed loading)
• Time started and completed bunkering.
Module 7 – The Bridge LogBook Entries – Easy Observations (2)
• Time of SBE, Time called Master,
• Engage additional lookouts if reduced visibility or traffic congestion
• Testing of manual steering each watch
• Radar tuning performance
• Record of emergency drills
• Master’s inspection of accommodation
• Stowaway and drugs searches
• Time of engine room switching from manned / unmanned mode and vice
versa
• Testing of bridge equipment prior arrival and departure
• Lookout status (1 man or 2 man watch)
• Daily positions, noon figures for bunker consumptions
• Signature of the OOW
• Signature of Master
Module 7 – Bridge Log Book Observations
4.2 Is the vessel maintaining an adequate record of all navigational activities,
both at sea and during pilotage?
Inspector Observations: The bridge maneuver book contained little

information regarding the vessel’s passage through the Suez Canal. Further,
arrival Tenerife had no record of time of anchoring or of the vessel being
brought-up to anchor and there was no E.O.S.P. time or position entered. The
same lack of record keeping was also noted to have been repeated in the
Logbook. There was, therefore, insufficient detail to make it possible to restore
a record of the voyage.
Initial Operator Comments : The end of sea passage position was clearly
marked on the chart and anchor position detail was kept in a separate log in
detail, but we make sure to correct procedure shall be followed in future as
per required. We intend to dispatch our head marine superintend to verify
and make sure all officer are familiar.
Module 7 – The Standard Magnetic Compass
• Easy of viewing
• Lighting
• Clarity of Lens
• Compass heading
• Comparison with
Steering Gyro
• Magnetic Compass
Repeater
Module 7 – Adjustment of the Magnetic Compass
4.9 Are the Standard Magnetic and Gyro compasses in good order and is the OOW aware
of the requirements for taking compass errors and is the compass error book maintained.
The compass shall be adjusted if a period of two years has elapsed since the last
adjustment and a record of compass deviations has not been maintained, or the
recorded deviations are excessive or when the compass shows physical defects.
Magnetic and gyro compass errors should be checked and recorded each watch, where
possible, using either azimuth or transit bearings. A deviation card for the magnetic
compass should be maintained and be available to the Bridge Team. (5th edition BPG
4.3.4)
Q. What is the permitted time interval when magnetic compass need to be adjusted ?
Q. What is the maximum allowable tolerance between the actual deviation and the
deviation recorded on the Deviation Curve?
Module 7 – The Magnetic / Gyro Compass Comparisons
• Magnetic compass deviation should “broadly agree” with
the curve
• Synchronization of the Conning and Bridge Wing repeaters
• Synchronizing of the Repeater in the steering
compartment
• Compass errors to be taken “Each Watch”
• Encourage use of transit bearings

Module 7 – Radars and Plotting Aids
• For vessels >10,000 Gt are two radars; (X and S
Band) fitted?
• Are the radars fully operational?
• Are radars kept on and used at all times when

the vessel is in transit and at sea?
• Are radars and radar plotting aids used both in

clear weather and restricted visibility?
• Does the Bridge Log Book show that the radars

have been tested for performance every
watch?
Module 7 – Parallel Indexing
• Grounding investigations have often shown that
inadequate radar monitoring of the ship’s
position was a contributory factor.
• Parallel Index provide the means of

continuously monitoring a vessel’s position
would have helped to avoid these groundings.
• Parallel indexing should be practiced in clear

weather during straightforward passages, so
that watch-keepers remain thoroughly familiar
with the technique.
Module 7 – Regular visual checks
• Radar performance must checked regularly be made to ensure that display quality has
not deteriorated.
• Radar performance should be checked using Performance Monitor before sailing and
at least every four hours whilst a radar watch is being maintained.
• Misalignment of the heading marker, even if only slightly, can lead to dangerously
misleading interpretation of potential collision situations, particularly in restricted visibility
when targets are approaching from ahead or fine on own ship’s bow.
Module 7 – SARTS and Other Radar Transponders
Do watch – keepers understand that 3 GHz
(“S” Band) radars will not detect SARTS or
other radar transponders, such as small
craft radar enhancers, as these transmit
only in the 9 GHz (“X” Band) frequency.
Module 7 – Global Positioning System
• GPS provides 95% accuracy of +/- 25

meters. Differential GPS (DGPS) receivers
apply instantaneous corrections
(determined and transmitted by
terrestrial means) with accuracy of
better than 5 meters may be possible.
• Accuracy of commercial GPS receivers
was deliberately degraded by a
random error input referred to as
“selective availability”
• Primary need for a differential signal
correction was removed when selective
availability was suspended in 2000, the
DGPS function now provides a facility to
independently monitor the integrity of
the GPS position.
Module 7 – Word Geodetic System 1984 Datum (WGS 84)
• GPS positions when plotted may be in

error. The receiver may convert the
position but caution is needed.
• Observers must be aware of WGS.
Where differences are known, a note on
the chart provides correction.
• Where correction is not provided, the
accuracy of the plotted position should
be treated with caution.
• DGPS positions are referenced to WGS
84
• Raster or ENC not be as accurate as
the GNSS receiver derived position.
• Safety margin to be applied
to account for any discrepancies.
Module 7 – Reliance on GPS
The prudent navigator should never rely

totally on GNSS navigation and should
regularly cross check the ship’s position
using other means
– Visual bearings
– Radar bearings and ranges
The regular practice of celestial
navigation is a sure way to convey a
positive impression.
Module 7 – SIRE Observation
4.5 Are the deck officers’ familiar with the operators Under Keel Clearance policy, able to demonstrate
satisfactory UKC calculations for the last voyage and is the policy comprehensive?
Inspector Observations: The Master / Pilot interchange information not include minimum UKC policy, entry was
made on a separate form that the information were exchanged with pilot.
Other inspector Comments: The operators had a Minimum Under Keel Policy, requiring a MUKC of:
• On Ocean Passage: 100% of the vessel’s static draft
• On Coastal Passage: 15% of the vessel’s static draft or 3% of the vessel’s extreme breadth or 1,5 meters
whichever is the greater.
• In port: 1,5% of the vessel’s extreme breadth or 30 cm whichever is greater.
Initial Operator Comments: The vessel always utilizes the BP Shipping pilot card and the Master/pilot information
exchange is carried out using the appropriate checklist provided for the purpose. UKC and squat values are
calculated for every leg of the passage and verified to comply with company policy. All the above information
regarding UKC is exchanged with the pilot and checked using the Master /pilot information exchange form. In
addition to this the company UKC policy is prominently displayed on the bridge and clearly highlighted to all
pilots when under pilotage. We therefore do not consider it necessary to comply with the inspector’s suggestion
to have this information included on the form that is signed by the pilot.
Module 7 – Squat and Under Keel Clearance (UKC)
• Squat is the increase in draught and trim that occurs when a ship moves on the surface
of the sea. At low speed, a ship sinks bodily and trims by the head
• Squat is greatest in shallow water.
• Squat is approximately proportional to the square of the vessel’s speed through the
water.
• In shallow water, squat can be estimated by adding 10% to the draught or 0.3 meters
for every 5 knots of speed
• Is the IMO poster (IMO Res.A.601 (15)) posted?
Module 7 – Chart shading
VIQ 4.20 Was a comprehensive berth to berth
passage plan available for the previous voyage and
were the deck officers aware of position fixing
requirements including the use of parallel indexing
both at sea and during pilotage?
Notes:
No-go areas should be highlighted, but should be
reserved for those areas where the attention of the
navigator needs to be drawn to a danger such as
shallow water or a wreck close to the course line.
Extensive use of no-go areas should be discouraged.
No-go areas vary with change of draft and tide and
will therefore also vary with the time of passage. They
should not therefore be permanently marked.
Module 7 – The Admiralty charts and publications catalogue
4.18 Is there an effective Chart and Publication (Paper and Electronic)
Management System in place and are the deck officer’s familiar with the process
including the effective management of T and P notices?
Nautical charts and nautical publications, such as sailing directions, lists of lights,
notices to mariners, tide tables and all other publications necessary for the
intended voyage, shall be adequate and up to date. (SOLAS V/27)
Inspector observations : Chart Catalogue (NP 131 of the 2013 edition) found not
corrected at all.
Initial Operator Comments : THIS ISSUE HAS EARLIER BEEN DISCUSSED WITH VESSEL’S
FLAG STATE AND WITH THE UKHO FOLLOWING A SIMILAR VETTING OBSERVATION ON
ANOTHER VESSEL IN 2018. BOTH BODIES HAVE CLARIFIED THAT CORRECTIONS TO
CHART CATALOGUES ARE NOT MANDATORY. ALL CHARTS AND NAUTICAL
PUBLICATIONS ONBOARD ARE PROVIDED BY A DESIGNATED SUPPLIER WHO
MAINTAINS AN UPDATED LIST OF CHARTS AND PUBLICATIONS. THE VESSEL IS
EQUIPPED WITH A CHARTCO SYSTEM IN WHICH THE CATALOGUE IS AUTOMATICALLY
UPDATED.THIS ALSO ENSURES THAT VESSEL CAN ORDER AND RECEIVE THE LATEST
EDITIONS OF NAUTICAL CHARTS / PUBLICATIONS.THE LATEST EDITION OF THE
CATALOGUE HAS BEEN RECEIVED ON BOARD, CORRECTIONS WILL BE APPLIED IF
PUBLISHED BY THE BRITISH ADMIRALTY & BROADCAST BY CHARTCO SYSTEM.
Module 7 – The Admiralty charts and publications catalogue
Module 7 – Passage planning information.
Computer, clip board or charts?
• Parallel indexing;
• Chart changes; T&P Notices logged and recorded on charts
• Methods and frequency of position fixing;
• Prominent navigation and radar marks;
• No-go areas (DO NOT USE EXCESSIVE SHADING);
• Landfall targets and lights;
• Clearing lines and bearings;
• Transits, heading marks and leading lines;
• Significant tides or current;
• Safe speed and necessary speed alterations;

• Changes in machinery status;
• Minimum under keel clearance and positions where the echo sounder should be activated;
• Crossing and high density traffic areas;
• Safe distance off;
• Anchor clearance;
• Contingency plans;
• Abort positions;
• VTS and reporting points, etc
4.18 as the vessel been safely navigated in compliance with international regulations
and are deck officers’ familiar with these requirements?
Good navigational practice demands that the officer of the watch:

• Understands the capabilities and limitations of the navigational aids and systems
being used and continually monitors their performance;
• Uses the echo sounder to monitor changes in water depth;
• Uses dead reckoning techniques to check position fixes;
• Cross-checks position-fixes using independent sources of information; this is
particularly important when electronic position-fixing systems, such as GPS are used
as the primary means of fixing the position of the ship:
• Uses visual navigation aids to support electronic position – fixing methods, i.e.
landmarks in coastal areas and celestial navigation in open waters;
• Does not become over reliant on automated navigational equipment, including

electronic chart systems, thereby falling to make proper navigational use of visual
information;
Notes : At least two methods of position fixing should be charted, where possible.
Visual and radar position fixing and monitoring techniques should be used whenever
possible. GPS derived positions should always be verified by alternative methods.
The frequency of position fixing should be such that the vessel cannot run into danger
during the interval between fixes.
Module 7 – Pilot Card
4.3 Are procedures in place for the testing of bridge equipment before arrival / departure and
check-lists in effective use for pre-arrival, pre-departure, watch handover and master-pilot
exchange?
Inspector Observations: Limitations related to maximum permissible bollard pull exerted by tugs
used during berthing/un-berthing operations did not form part of Master to Pilot exchange
information.
Initial Operator Comments: Master confirms that same has been included in the pilot exchange
information.
Module 7 – The SIRE VIQ questions relating to ECDIS
3.7 If the vessel is equipped with an Electronic Chart Display and Information System (ECDIS) have the
Master and deck officers undertaken both, generic training and type-specific familiarisation on the system
fitted onboard?
Notes: ECDIS phase in started on 1st July 2012, if a fully operational ECDIS is fitted, but paper charts are
retained as the primary source of navigation (stated on Form E of the SEC), then all watch keeping officers
must have both generic training and type specific familiarization. (Type specific familiarization is not required
if the Generic training was conducted on the same unit as fitted on board).
Notes : The 2009 SOLAS Amendments mandate the carriage of ECDIS and effective 1 July 2012, new
tankers > 3,000 gt, ECDIS must be fitted not later than the first survey on or after 1 July 2015.
Operators must be aware of the fundamental changes in navigation that take place with the use of ECDIS
and a program should be in place to ensure that the transition is smooth, equipment installed and masters
and all bridge watch keepers properly trained.
Such training must be both generic and specific to the ECDIS equipment that officers will use.
ECDIS training must be incorporated into the company’s
SMS for the use of ECDIS in accordance with paragraph 6.5
of the ISM Code and deck officers must be fully familiar with
the operation of ECDIS prior to the first voyage after the
installation of ECDIS in accordance with paragraph 6.3 of
the ISM Code.
The IMO SN.1/Circ.276 – Transitioning From Paper Chart to

Electronic Chart Display and Information Systems (ECDIS)
Navigation provides details and guidance for compliance.
The vessel must be in possession of the operator’s
procedures for the ECDIS introduction.
3.7 If the vessel is equipped with an Electronic Chart Display and Information System (ECDIS) have the
Master and deck officers undertaken both, generic training and type-specific familiarisation on the system
fitted onboard?
Inspector Observations Vessel did not have records of type specific ECDIS familiarization for Deck Officers.
Other inspector Comments: Deck Officers had acquired generic ECDIS training. Operator procedures did
not require system specific training because ECDIS was not the primary chart system.
Initial Operator Comments : Noted.

Each of the Officer on Watch (OOW) are in possession of an ECDIS training certificates from Training
provider, approved by the Maritime Training Council / Flag administration. Said trainings are all generic but
address the topics set out in curriculum as per IMO. Further, familiarization for the bridge equipment is being
undertaken before the deck officers are to perform their individual watches and being verified by the
Master. This is to include familiarization with the ECDIS unit onboard, its use and limitations. This is also
documented on our procedures reference #. Vessel is presently using paper charts as primary navigational
aid and ECDIS as an aid / reference only.
Module 7 – Precautions against over-reliance on ECDIS
Navigating officers must not become over-reliant on ECDIS. Frequent checks should be made of the ECDIS
position fixing system (normally GPS) by the use of other means. Such checks should include:
• Parallel indexing and use of clearing bearings;

• Use of radar to check the accuracy of the charted position by comparing the location of the radar
target against the charted symbol;
• Visual cross bearings;
• Comparison of the signal to noise ratio of the GPS system in use
The full functionality of ECDIS cannot be achieved when operating in the raster chart display (RCDS) mode
and thus the system should always be operated in ECDIS mode
ECDIS that is not updated for the latest version of the International Hydrographic Organisation (IHO)
standards may not meet the chart carriage requirements set out in SOLAS V Reg 19.2.1.4 The list of current
standards is maintained on the IHO web site www.iho.int
Data input from the gyro compass, speed log, echo sounder and other electronic equipment should be
periodically monitored to ensure accuracy.
Module 7 – ECDIS questions from the inspector
Questions can be same as if checking Paper charts
The officer accompanying the inspector must be able to demonstrate the controls, features
and functions without hesitation and unnecessary browsing through the drop-down menus
Questions will likely address issues regarding:
• Position fixing intervals
• Manual plotting of RADAR positions, and
• How do you plot visual positions on the ECDIS?
• How do you set min depth contour?
• The contour and depth alarms history may be checked at the same time.
The inspector is likely to ask for a demonstration on how regular updates/chart corrections are
carried out, specifically regarding T’s & P’s procedure as this is not consistent among
manufacturers and at the present time, cannot be done automatically with the provision of
weekly updates from the supplier.
Module 7 – Radio Navigational Warnings
Module 7 – Bridge Publications (1)
• Bridge Procedures Guide
• Collision Regulations
• Bridge Team Management
• Ships Routing
• International Code of Signals
• International Aeronautical and Marine Search and Rescue Manual (Vol III)
• Peril at Sea and Salvage
• Guide to Helicopter and Ship Operations
• Recommendations for oil tanker manifolds and associated equipment
• Inert Gas Systems
• Crude Oil Washing Systems
• SOLAS Consolidated Edition
• International Life Saving Appliances Code
• International Code for Fire Safety Systems
• International Ship and Port Facility Security Code (ISPS Code)
• International Safety Management Code (ISM Code) and Implementation Guidelines.
Module 7 – Bridge Publications (2)
• International Standards on Training, Certification and Watch keeping for seafarers
• Guidance Manual for Tanker Structures
• Guidelines for the control of drugs and alcohol on board ships Guidelines on Fatigue
• It is recommended that the publication “The Human Element, a guide to Human Behavior in
the Shipping Industry” published by the UK MCA be carried on board to add further
guidance on the issue of fatigue. This question is not to be marked “NO”, if this publication is
not carried.
• Mooring Equipment Guidelines (3rd Ed)
• Recommendations for Equipment employed in the Bow Mooring of ships at single point
moorings
• Anchoring Systems and Procedures
• MARPOL 73/78 Consolidated Edition
• Guidelines for the implementation of MARPOL Annex V
• ISGOTT
• Ship to Ship Guidelines (Petroleum)
• USCG CFR 33 Parts 1-124
• USCG CFR 33 Parts 125 – 199
• USCG CFR 45 Parts 1-40
Ensure all publications show evidence of being used

Module 7 – Common wheelhouse and navigation
Observations (1)
• Excessive compass deviation
• Gyro repeaters (Particularly steering compartment) are not aligned
• No compass errors taken over long periods
• Inadequate log book entries
• Course recorder time not correct / Recorder shows incorrect heading
• Echo Sounder not indicated to show time switched on
• Important time lines / positions not recorded
• Under keel clearance calculations not carried out
Observations (2)
• Squat issues not understood
• Passage planning
o Just a paper exercise
o Not berth to berth
o Not recorded on charts
• Radar tuning is not checked each watch
• OOW does not understand parallel index techniques
• GPS is used exclusively for position fixing
• Excessive intervals between fixes in close waters
• No positions plotted when pilot on board
Observations (3)
• Chart corrections are not up to date
• Small correction numbers are recorded on charts but actual corrections have not
been made
• Navtex warnings and T&Ps are not charted
• Near-miss incidents not reported
• Check lists are only paper exercise
• Primary and secondary ECDIS functions for understood
• Officers do not have “type – specific” ECDIS training
Observations (4)
• Old publications are still on board
• Standing Orders / Master’s Bridge Orders not signed
• Officers are not familiar with emergency steering change over, or electrical black
out procedure
• Changeover procedures for UMS
• World Geogetic System 1984 – (WGS 84) Issues
Module 7 – GMDSS equipment
Q. Are instructions posted close to the equipment to
permit an unskilled person to send emergency
GMDSS or DSC messages?
Q. On a tanker, are clear instructions provided to

show how the GMDSS aerials are earthed when the
vessel is at a terminal?
Q. Are pro-forma emergency messages (Collision,

pollution, piracy) prepared and ready to send?
Module 7 – The GMDSS Log Book
Q. Where do you find the information that

needs to be recorded in the GMDSS log?
Q. Daily tests must be made for GMDSS

equipment?
Q. Weekly tests must be made for GMDSS

equipment?
Q. Monthly tests must be made for GMDSS

equipment?
Module 7 – GMDSS Daily tests
1. Log the vessel’s position and time of this position daily
2. Check RX messages and log as necessary
3. Check proper functioning of DSC’s by use of internal test facility (VHF and MF/HF)
4. Check that the Date, Time, and position programmed into DSC’S, Sat B & Sat C are
correct
5. Check that the battery charger is on automatic, and log the Volt and Amp readings
6. Ensure that the battery charger system is charging properly
7. Check that the paper supply to all printers is sufficient and that there are no alarms on
any of the printers
8. Check that the Sat C is logged onto the correct Ocean area
9. Check MF/HF DSC unit is in “Watch Scan” mode
10. Check transmitter – for LED output signal
Q. What weekly tests must be made for

GMDSS equipment ?
Module 7 – GMDSS Weekly tests
1. Check proper functioning of the MF/HF DSC’s by conducting an external test call to
another station.
2. Test battery supply, and discharge/charge as necessary.
3. Conduct a test to a coast station on Radio telex
4. VHF DSC routine call
5. Sat C test call to Sat B and vice versa
6. Sat C Link Test
7. Self – test of Navtex
8. Test each of lifeboat radios. Not Channel 16
9. Check Tx Power and Battery discharge level when Tx on MF / HF Transceiver
10. 24v Emergency light
11. GMDSS clock time check.
Q. What monthly tests must be made for

GMDSS equipment ?
Module 7 – GMDSS Monthly tests
1. Test EPIRB
2. Test SART’s
3. Check Security of GMDSS
Equipment Batteries
4. Check Security and condition of Aerials and insulators
Note : These tests and checks ensure exact compliance with the specific requirements of both the GMDSS
Logbook Annex and ALRS Volume 5 (as corrected).
Module 7 – Voyage Data Recorder (VDR)
Recovery of VDR Data
In the case of non-catastrophic accident

recovery of the memory should be
straightforward. This action will have to be
taken soon after the accident to best preserve
the relevant evidence for use by both the
investigator and the ship owner. As the
investigator is very unlikely to be in a position to
instigate this action soon enough after the
accident, the owner must be responsible,
through its on-board standing orders, for
ensuring the timely preservation of this
evidence.
Module 7 – VDR data collected (S-VDR #1-Jul-2002# and VDR)
Position, Date, Time using GPS
Speed log - Speed through water or speed over ground.
Gyro compass – Heading, available for the Radar video.
Audio from the bridge including bridge wings.
VHF radio communications.
Radar*As displayed or AIS data if no off-the-shelf
converter
Echo sounder* - Depth under keel.
Main alarms* - All IMO mandatory alarms.
Hull stress* - Accelerations and hull stresses.
Rudder* - Order and feedback response.
Engine / Propeller* - Order and feedback response.
Thrusters* - Status, direction, amount of thrust % or RPM.
Anemometer and weather vane* - Wind speed and
direction
Module 7 – Use of the VDR as a navigational audit tool
The presence of an internal or external auditor on board will encourage the crew to comply with
laid-down procedures and work routines.
Evaluations of VDR data taken from vessels following accidents provide invaluable evidence on
how vessels normally operate away from the scrutiny of company officials.
Reluctance to follow procedures, and complacent attitudes, can be identified and addressed by
monitoring the activities of ship staff during random audits of VDR data.
• EU directive 2009/18/EC7 not only encourages the use of VDR data for accident investigation but
also as a preventative tool.
• The directive advocates the routine examination of VDR data by ship managers to gain
experience of the circumstances capable of leading to accidents or incidents
• Such examination will provide them with incontrovertible information on watch keeping
standards under normal operating conditions.
Module 7 – The VDR as a navigational audit tool – How it works
Operator instructs the vessel to save VDR data for a specific port call.
This is sent to the office for audit purposes.
Data is reviewed by the office for:
üSea and weather conditions,

üTraffic conditions entering the port,
üSpeed of ship
üCourse etc,
üCommunication on the bridge, with the pilot, maneuvering data and communications with
Engine room.
• The audit checks if the vessel’s speed and course were consistent with conditions.
• Voice communications were formal and properly carried out,
• Master / pilot relationship was correct,
• Master demonstrated guidance to the bridge management team,
• The Master and watch keepers worked as a team
Module 7 – Portable GMDSS VHF Radio
SOLAS III/6.2.1
At least three 2-way VHF Radios
Note : These Radios are Not for General Cargo Work

or other routine use.
Module 7 – SART
SOLAS III/6.2.2 Radar transponders
1 unit on each side of the vessel. On ships with free-fall

Boats, one SART to be stowed in the boat and one
close to the Navigation bridge
Module 7 – Long Range Information and Tracking System (LRIT)
SOLAS V/19-1 Applies
Mandatory for all Tankers operating in A3 areas > 300 gt from
1 Jan 2009
Operates on Inmarsat C or mini C A2 Area vessels NOT fitted
with INMARSAT C GMDSS
Must NOT be interfaced with AIS
Must be able to transmit Automatic Position Report (APR)
• Ship Name
• Position of ship
• Date and time of position
Vessels must possess Conformance Test Report
Module 7 – Long Range Information and Tracking System (LRIT)
Module 7- LRIT Switched off (SOLAS V 19-1)-UK Regs
7. Ceasing broadcast of LRIT information
7.1 In the event of LRIT equipment being switched off for a reason, authorized by SOLAS V 19-1, or the
relevant MSC Circulars, an e-mail is to be sent to : lrit@mcga.gov.uk
7.2 The e-mail must quote “SHIPNAME LRITOFF/ON” in the subject line. The message must include the
circumstances in which the system has been switched off, in brief, the IMO Number of the vessel, MMSI
and Call sign.
7.3 The MCA is to be informed when LRIT polling is re-started. This is to be done using the above e-mail
address.
7.2 The e-mail must quote “SHIPNAME LRITOFF/ON” in the subject line. The message must include the
circumstances in which the system has been switched off, in brief, the IMO Number of the vessel, MMSI
and Call sign.
7.3 The MCA is to be informed when LRIT polling is re-started. This is to be done using the above e-mail
address.
Module 7- Declaration of Shore Based Maintenance
SOLAS Chapter IV Reg.15
5.On ships engaged on

voyages in sea areas A1 and
A2, the availability shall be
ensured by using such
methods as duplication of
equipment, shore-based
maintenance or at-sea
electronic maintenance
capability, or a combination
of these, as may be approved
by the Administration.
Module 7- Automatic Identification Systems (AIS)
AIS is required to be operating while a ship is underway and while at anchor. Some port authorities may
request that the AIS is kept on when a ship is alongside. The AIS operates on a VHF frequency and
transmits and receives information automatically and the output power ranges between 2 and 12.5
watts. Automatic polling by another station (e.g. by port authority equipment or another ship) could
cause equipment to transmit at the higher (12,5 watt) level, even when it is set to low power (typically 2
watts).
When alongside a terminal or port area where hydrocarbon gases may be present, either the AIS
should be switched off or the aerial isolated and the AIS given a dummy load. Isolating the aerial
preserves manually inputted data that may be lost if the AIS is switched off. If necessary, the port
authority should be informed.
When alongside terminal or port areas where no hydrocarbon gases are likely to be present, and if the
unit has the facility, the AIS should be switched to low power.
If the AIS is switched off or isolated whilst alongside, it must be reactivated upon leaving the berth.
The use of AIS equipment may affect the security of the ship or the terminal at which it is berthed. In
such circumstances, the use of AIS may be determined by the port authority, depending on the
security level within the port.
Module 7- Automatic Identification Systems (AIS)
Module 7- Use of AIS When Alongside a Tanker Terminal in USA
AIS Guidance was issued with the attached Coast Guard message, on the “AIS FAQ’s web page” at
https://www.navcen.uscg.gov/?pageName=AISFAQ#6. In paragraph 6 it says:
When must AIS be in operation?
Per 33 CFR 164.46(d), vessels required to have AIS must operate it in U.S. navigable waters (as defined in 33 CFR 2.36)
at all times that the vessel is navigating (underway or at anchor) and at least 15 minutes prior to unmooring. Should
continual operation of AIS compromise the safety or security of the vessel or where a security incident is imminent,
the AIS may be switched off. This action and the reason for taking it must be reported to the nearest U.S. Captain of
the Port or Vessel Traffic Center and recorded in the ship's logbook. The AIS should return to continuous operation as
soon as the source of danger has been mitigated. Note, vessels equipped with AIS--either by mandatory carriage or
voluntarily--must abide by the requirements set forth in 33 CFR 164.46 which state an AIS must be: properly installed,
use an officially assigned MMSI, that its data be accessible from the primary operating position of the vessel, and,
always be in effective operating condition; which entails the continuous operation of AIS and the accurate input
(see USCG AIS Encoding Guide) and upkeep of all AIS data parameters. Although Coast Guard AIS authority (46 USC
70114) does not extend beyond U.S. navigable waters or to all voluntary users, mariners are reminded that
Navigation Rule 7 requires that every vessel use all available means to determine risk of collision. AIS is one of the
most effective means currently available, particularly when coupled with radar and sight, to not only determine the
risk of, but, also mitigate collisions. Thus the Coast Guard exhorts all AIS users to maintain their AIS in effective
operation, at all times.
Module 7- Annual Testing of AIS
• 3 months before / after the Safety
Equipment Renewal Survey.
• Installation details
• Antenna layout
• Initial configuration
• Interconnection drawings
• Provision of pilot plug

Module 7- Annual Testing of AIS
• Power supply arrangements
• Correct programming of ship’s static
information
• Ability to receive ship’s dynamic info from
appropriate sensors
• Ability to correctly input ship’s voyage
related data
• Performance test including radio frequency
measurements
• On-air test to confirm correct operation with
a VTS or suitable test equipment
Module 7- GMDSS Radio Log Book Entries
Communications
Log :
A summary of communications
relating to distress, Urgency,
and safety.
This must include dates and
times and the names of the
vessels involved.
Details of weekly testing of the
GMDSS
Module 7- GMDSS Radio Log Book Entries
A record of important incidents relating to communications :
• Breakdown of radio equipment
• Breakdown of communication with coast stations or satellites
• Adverse propagation conditions, (Ionospheric, static or other interference)
• Serious breaches or radio procedures by other vessels.
If there are no incidences of the above, write the word “None” for every day when at sea
Distress related messages received in hard copy should be appended to the log. No need to retain
weather or navigation warnings
Use the Log Annex for additional communications information.

Module 7- Common Communications Inspector Observations
• Unfamiliarity with the communications equipment
• Radio Log is not completed in accordance with instructions
• Earthing arrangements are not understood
• Maintenance Program not in place
• Weekly records showing test (or attempts to test)of the DSC equipment with a shore station
• EPIRBs are not armed
• EPIRBs are not “float free”
• AIS is not turned off when vessel at terminal
• Lifeboat VHF sets are used as general walkie talkies
• List of Radio Signals not up to date
• Battery log not properly maintained
• Battery locker untidy, no PPE in place.
Module 7 - Summary
Module 8 – External Accommodation
Module 8- Common External Accommodation Inspector Observations
• Man overboard lights
• Lifeboats – condition, equipment, hook release
arrangements and boat retrieval
• Life rafts-hydrostatic release arrangements
• Fire fighting equipment
• Hydrants, Hose boxes, wheel keys, hose condition
• Accommodation doors – DO NOT LOCK WITH
PADLOCKS
• Ventilators
• Fire flaps
• ID. Stenciling and warning signs
• External lighting
• Loose pipes, or other equipment
o Tripping hazards
o Slippery decks
Module 8- Examples of door securing devices with internal
release
The following diagrams and pictures illustrate two examples

of compliance with requirements, in conjunction with
appropriate operational procedures to ensure that the
locking arrangements are readily accessible in an
emergency.
Diagrams of an acceptable arrangement (not for passenger
escapes on passenger ships).
Module 8- Cargo Ships
2.5 Although SOLAS 11-2/13.4.2.1.2 does not explicitly require every door leading to the open deck to be capable of
being opened from both sides, MSC/Circ.1120 outlines the philosophy that “means of escape” referenced in SOLAS
II-2/13.3..3 must be accessible from both sides. It states :
“The escape routes are routes for escape and also for access. Accordingly the locking arrangement should be such
that it does not obstruct these two objectives (escape and access). Doors along any designated escape routes
which require keys to unlock them when moving in the direction of escape should not permitted”.
2.6 The UK interpretation of SOLAS is that all doors on all escape routes must be accessible in both direction in an
emergency.
Module 8- Navigation Lights
4.8 Are navigation lights in good order, the OOW aware of the procedures for testing the lights and actions in event of
failure?
Inspector Observations: It was noted that the starboard navigation light (upper unit) had the arc of visibility screen set
incorrectly. It was set to be visible from approximately 4 points on the port bow through to 2 points forward of the starboard
beam. It appeared that the screen had been wrongly fitted by about 4 points at some unknown time in the past. An
attempt to move the screen was made but it required further attention, this was rectified and confirmed set correctly the
following morning.
Initial Operator Comments : Investigation revealed that the sidelights meet the rules to cover an arc of the horizon, or
sector, of 112.5 degrees. Sidelight fixtures must be installed parallel with the fore and aft centerline of the vessel and
arranged to show an unbroken light from right ahead to 22.5 degrees abaft the beam, a total sector arc of 112.5 degrees.
It appears that the upper starboard light was slightly out of line (one point inboard). By means of checklist Annex 2 “
Preparation for Sea” as part of the company bridge procedures. Chapter 5 – the navigation lights needs to checked before
departure. It is unclear why the upper starboard light was not in line with the other light and why this was not noticed during
the many inspections the vessel undergoes. It is clear that the above mentioned checklist is not enough if the navigation
lights are in compliance with the colreg’s. The upper green sidelight has been refitted and completely in line with the other
navigation sidelight and in compliance with COLREG’s Annex I. An additional maintenance job will be created to ensure
the correct alignment of navigation lights in general. All other navigation lights are inspected and no other irregularities
found.
Module 8- Air Cylinders
5.43 Are crew members familiar with donning breathing

apparatus and are Fireman’s Outfits in good order and ready
for immediate use?
Guidance Air cylinders should be charged to not less than

10% below full.
BA air cylinders should be hydrostatically tested every 5 years

or lesser period if so recommended by the manufacturer.
(3 – year testing intervals are customary for some composite

wound cylinders). The hydrostatic test date must be stamped
on the cylinder.
Module 8- Air Cylinders
5.29 Are lifeboats, including their equipment and launching mechanisms, in good order and
have they been launched and manoeuvred in the water in accordance with SOLAS requirements?
Inspector Observations: The free-fall lifeboat windows are partially opaque and require replacement.
Initial operator Comments : The Lifeboat windows were being maintained in accordance with the manufacturers
instructions as per the company’s planned maintenance system. During the previous monthly inspection of the
Lifeboat it had been noted that two of the window glasses had developed patches which were translucent, this
however was not substantial enough to impair vision from inside the lifeboat. As per manufacturers recommendations
a reagent for cleaning the glass had been procured and used to improve the condition of the glass. Replacement
window panels have since been procured and dispatched to the vessel, the same will be delivered to the vessel
when it calls Hamburg for discharge on 1st Dec 2018, a copy of the invoice for the order is attached herewith. The
glass will be fitted by the ships staff on receipt. To detect such conditions at an early stage and prevent recurrence,
the observation has been circulated to all fleet vessels and also to our in house training institute for inclusion in the
PSC/oil Major and safety officers courses for increasing the awareness of officers carrying out inspections of safety
systems.
Further Operator comments : The lifeboat window glass has been delivered to the vessel and same has been fitted by
the vessel on 10th December 2018. The photograph is uploaded for the perusal.
Module 8- Are Hydrostatic Releases, Where Fitted, Correctly
Attached and in Good Order ?
Where more than one life raft is fitted to a
single HRU, each life raft must be fitted with its
own weak link
Module 8- Life rafts
5.28 Are the officers aware of the maintenance requirements for lifeboat, liferaft, rescue boat release hooks and
free-fall lifeboat release systems, where fitted and, are lifeboats, rescue boat and liferafts including associated
equipment well maintained ready for use?
Inspector Observations : It was observed that both liferafts were secured to their cradles by additional rope lashings
such that they would not have floated free as required in the event of the vessel sinking and the hydrostatic releases
being activated. The lashings were removed immediately when this was pointed out by the inspector.
Initial Operator Comments : The observation rectified during inspection. Reportedly, the additional lashing were
taken to prevent weather damage in the South China Sea as vessel encountered heavy weather. A brief training
session has been carried out following the inspection and the attending superintendent briefed the crew of the
requirement and not to inhibit safety equipment's. Master will closely monitor in future to prevent any such isolated
lapse.
Module 8- UKMCA Survey Rules
17.4.3 Sideropes and manropes
17.4.3.1 Side ropes and manropes must be made of good quality manila or other material of equivalent strength,
durability and grip which has been protected against actinic degradation. The acceptance of polypropylene rope
in place of manila is conditional on:
I. The rope being approved in accordance with the relevant BS EN standard (Appendix O) for use in Life Saving
Appliances.
II. Identifying tape being incorporated
III. The rope having a grip compatible to manila
IV. The seizing being of a compatible material which has good resistance to abrasion and ultra violet light (Natural
fibers such as tarred marine are generally found to be unsuitable).
17.4.3.2 The side ropes are required to be continuous with no joins below the top step and the bottom step to ensure
that persons using them as hand holds are not faced with changes in diameter from splices, shackles etc.
The method of securing the two ropes on each side below the bottom step should be adequate e.g. double seizing,
stopper knots or splices.
Module 8- Fire Hoses
Not to be used for fresh water transfer.
Connections well greased and maintained.
Likewise for foam applicators if applicable.
Hydrants operate and are provided with a wheel key

Module 8– Foam room
SOLAS 2-II Reg 10.8 Cargo tank protection
8.1 Fixed deck foam fire-extinguishing systems
8.1.1 For tankers of 20,000 tones deadweight and upwards, a fixed deck foam fire-extinguishing
system shall be provided complying with the provisions of the Fire Safety Systems Code, except
that, in lieu of the above, the Administrations, after having given consideration to the ship’s
arrangement and equipment, may accept other fixed installations if they afford protection
equivalent to the above, in accordance with regulation 1/5. The requirements for alternative
fixed installations shall comply with the requirements in paragraph 8.1.2.
Module 8– Fire fighting equipment
5.35 Are the crew aware of the fixed firefighting equipment fitted, are ship specific firefighting
equipment maintenance instructions available and is maintenance being carried out?
Inspector Observations: There was No Warning mentioning to Start Ventilation Prior to Enter the
CO2 Room, which contained 200 CO2 was the Main Fire Extinguishing System for Engine Room
and Pump room.
Initial Operator Comments: AN INSTRUCTION REFERRING TO VENTILATING THE SPACE PRIOR TO

ENTRY HAS BEEN STENCILLED ON THE DOOR OF THE CO2 ROOM. ON WORK ORDER. AT THE NEXT
HSE MEETING THE MATTER WILL BE DISCUSSED AND ALL CREW WILL BE REMINDED OF THE NEED TO
VENTILATE ANY SPACE THOUROUGHLY BEFORE ENTRY. THIS OBSERVATION WAS DISCUSSED WITH
THE ATTENDING SUPERINTENDENT AND A NON CONFORMITY SYSTEM DEVIATION REPORT RAISED.
Module 8-
USCG CFR 33 155.320 Fuel Oil and Bulk Lubricating Oil Discharge Containment
A ship of 300 gross or more constructed after June 30, 1974 must have a fixed container or enclosed
deck area under or around each fuel oil or bulk lubricating oil tank vent, overflow, and fill pipe, that:
a.For a ship of 300 or more but less than 1600 gross tons has a capacity of at least one-half barrel;
and
b.For a ship of 1600 or more gross tons has a capacity of one barrel.
Module 8 - Summary
Module 9 – The Main Deck and Forecastle – Oil Tanker
Module 9- Personal Protection
Recognize the Dangers

• What is the cargo?
• Does it contain H2S
• Does it contain Benzene?
• Use of personal gas detectors is recommended by ISGOTT
• Smell H2S? Stop. Think. Danger
• Be wind conscious – moving upwind by just one meter from a point of gas
release will decrease H2S concentrations by a factor of ten.
Module 9- The Main Deck Area
• Is the deck non-slip?
• Deck plating condition?
• Inert gas deck seal- if fitted is sight glass clean?
• Is water supply to the Deck Seal confirmed?
• Non-return valve – is date of last exam stenciled?
• Wilden Pumps ready for immediate use / earthed?
• Will dump valves to slop tanks work as designed?
• Are High Velocity P/V valves good condition and not
jacked open?
• Is their capacity stenciled?
• Full-flow sec tank protection, Or sensors fitted?
• Are all cargo and COW pipelines free of patches?
• Are tank access hatches tight?
• Are ullage hatches and dipping points secure?
Module 9 – Cargo and ballast tank conditions
Ballast tank entry during cargo transfer is not encouraged.
A review of the ESP Report File is essential.

Module 9- Typical Dump Valve Schematic
Module 9- Precautions When Using Wilden Pumps
Wilden model T2 metal was transferring oil at shore installation. Spark occurred from pump arcing
across the plastic air exhaust p/p housing. The pump was sitting on concrete and not earthed
Section 3 page 3 of the manufacturer’s Operation and Maintenance manual states :
“Prevention of static sparking – If static sparking occurs, fire or explosion could result. Pump, valves
and containers must be properly grounded when handling flammable liquids and whenever
discharge of static electricity is a hazard.”
Special care must be taken to ensure that portable pumps used for transfer of petroleum liquids
are properly grounded.
Connect a grounding wire from the pump to a bare metallic point on the structure of the ship
The pump is not grounded adequately when sited on the steel deck
Module 9- Questions You Might need to answer
• Is the pump grounded?

• Is the equipment ready for use?
Module 9- Deck Lighting Electrical equipment
11.9 Are the deck lights all operational and sufficient in number and range to illuminate the deck to
facilitate safe working during darkness?
Inspector Observations: Deck lighting in way of pump controls for COT’s 5W’s and 6W’s appeared
to be inadequate. The vessel had a large number of pipes and other deck fittings etc and these
obstructed the light at the 4 pump and valve controls . The lighting for the cargo deck area
consisted of lights on bridge front and 4 on the fore mast, none amidships. At night a person
accessing valves and local pump controls at 5W’s and 6W’s would need portable lighting.
Initial Operator Comments: The deck lighting has been approved by the Class and until now there
have been no complaints or comments, neither from the ship, terminals, surveyors nor
superintendents with regards to the said inadequate lighting arrangements. However, the
observation will be taken into consideration and it will be further evaluated at the next visit by the
ship’s superintendent.
Module 9- Are cargo pipelines tested annually?
8.3 Are cargo pump performance curves available, are deck officers aware of the test requirements for the
cargo lines, vapour lines and inert gas lines in good order and is there recorded evidence of regular testing
where applicable?
Inspector Observations: The Maximum Allowable Working Pressure (MAWP) was noted to be around 16b
according to Cargo Pumps performance curves. The onboard Last Pressure Test of Cargo lines was done on
27/06/2009 at 17b. However there was no evidence on board that the required Test at 1,5 x MAWP which
corresponds to approximately 24b had been performed at least twice in a five year Period.
Initial Operator Comments : COMPANY’S SAFETY MANAGEMENT SYSTEM, MARINE OPERATIONS INSTRUCTIONS
(MOI) SECTION # REQUIRES HYDRO TESTING OF CARGO PIPELINES AS FOLLOWS: “PRESSURE TEST CARGO LINES
ON A PERIODIC BASIS AS PER PMS AND PORT AND FLAG STATE REQUIREMENTS. THIS SHOULD NOT BE CONSIDERED
A SUBSTITUTE FOR REGULAR EXTERNAL INSPECTION OF THE PIPELINE SYSTEM AND PERIODIC INTERNAL VISUAL
INSPECTIONS. FOR ALL ROUTINE AND ANNUAL TESTS OF THE CARGO LINES. THE VESSELS SHOULD TEST TO THE
MAXIMUM ALLOWED WORKING PRESSURES USING THE CARGO PUMPS. CERTIFIED PIPELINE TESTS MUST BE
UNDERTAKEN DURING SCHEDULED REPAIR PERIODS, AT LEAST TWICE IN A FIVE YEAR PERIOD, TO 1,5 TIMES THE
MAWP.
Module 9- Are cargo pipelines tested annually (Continued)?
8.3 Are cargo pump performance curves available, are deck officers aware of the test requirements for the
cargo lines, vapour lines and inert gas lines in good order and is there recorded evidence of regular testing
where applicable?
Inspector Observations: The Maximum Allowable Working Pressure (MAWP) was noted to be around 16b
according to Cargo Pumps performance curves. The onboard Last Pressure Test of Cargo lines was done on
27/06/2009 at 17b. However there was no evidence on board that the required Test at 1,5 x MAWP which
corresponds to approximately 24b had been performed at least twice in a five year Period.
Initial Operator Comments : UP UNTIL THE TIME OF THIS INSPECTION, THE VESSEL HAD ONLY HAD THE OPPORTUNITY
TO TEST CARGO LINES TO 100% OF THE DESIGNED WORKING PRESSURE, USING CRUDE OIL AS THE TESTING
MEDIUM, THE OPPORTUNITY HAD NOT PREVIOUSLY ARISEN TO BE ABLE TO TEST LINES TO ABOVE DESIGN WORKING
PRESSURE. BECAUSE OF RISK TO THE ENVIRONMENT WHEN TESTING LINES WITH CRUDE OIL.IT SHOULD BE NOTED
THAT THE VESSEL HAS NOT UNDERGONE A DRY-DOCK OR INTERMEDIATE REPAIR PERIOD WHILST IT HAS BEEN
UNDER OUR MANAGEMENT.DURING THE PLANNED DRY DOCK IN OCTOBER 2018 THE VESSEL WILL BE ABLE TO TEST
ALL CARGO LINES TO 150% OF THE (MAWP) WITH WATER, SO THAT COMPANY, USCG AND OCIMF REQUIREMENTS
WILL BE STATISFIED.A SYSTEM DEVIATION REPORT HAS BEEN RAISED AGAINST THIS OBSERVATION.
Module 9 - Summary
Module 10 – Inert Gas and Secondary Venting
Module 10- Overview
• A short history of Inert Gas on Tankers.

• Components of the IGS on deck
• Inerting of ballast tanks
• SOLAS requirements
• Venting systems
• Over/under pressurization of tanks
• Secondary Venting
• Simultaneous carriage of crude oil / products
The Timeline
Inert Gas System
1920
IG INSTALLED
Chevron (Then Socal)
experimented and installed IG on
19 ships. Discontinued after 20
years on the grounds there was
no safety advantage and no
reduction in corrosion.
1932
BIDWELL EXPLOSION
Sunoco Marcus Hook refinery
tanker BIDWELL exploded at
Marcus Hook, Delaware, 18
persons killed while tank cleaning.
Scrapped 1965 – age 45.
1933
IGS INTRODUCED
SUNOCO introduced Inert Gas to
its entire fleet
1939-1944
WWII
2nd World War experiences –
more than 250 allied oil tankers
lost
1945-1960
MORE EXPLOSIONS
10 tankers exploded in
circumstances where IGS would
have helped
1960
BP IN THE GAME
BP Started testing of IG as a
means to reduce cargo tank
corrosion
1963
BP INSTALLING IGS
BP started fitting IGS to all new
crude tankers
1966 – Explosion on British steam tanker
British Crown while loading at UMM
Said, Qatar
In total 29 tankers exploded during the

1960’s in circumstances where IG
would have helped.
Module 10- The VLCC disasters of 1969
Module 10- The VLCC disasters of 1970’s
1974- USCG introduced requirements for inert gas

systems to be fitted to oil tankers
In total, more than 50 tankers exploded during the

1970’s
Module 10- The VLCC disasters of 1980’s
• IMO introduced requirements for IGS on all new tankers >20k DWT built after May 1982
• Extended to existing tankers in 1985
• Chemical tankers and product tankers <40k DWT were exempted.
• Closed loading introduced at the same time
In total 28 Oil Tanker fires occurred during the 1980’s

Module 10- The VLCC disasters of after 1990
1990’s
7 Oil tanker non-war casualties occurred during the 1990’s
2000’s
11 Oil tankers casualties occurred during the 2000’s where inert gas would have helped.
Module 10- The VLCC disasters of after 1990
Consequences of closing
the isolation valve during
cargo transfer
Module 10 – Inert Gas System
Module 10 – The Inert Gas System – Check
Is the IGS, including instrumentation, alarm trips and pressure and
oxygen recorder, fully operational?
• The back of the scrubber tower

• Flue gas inlet at scrubber bottom
• Inert Gas Blowers
• Control valves
• Fixed O2 analyzer & readouts operational and accurate
• Portable O2 analyzer readout in the line corresponds
• With fixed analyzer
• Nitrogen gas is stored nearby
Module 10- Types of Deck Water Seals
wet type deck water seal Semi Dry Type Deck Water Seal Dry Type Deck Water Seal
Module 10 – Typical Composition of the Delivered IG after
scrubber (ISGOTT 7.1.3)
83% 12-14% Trace 2-4% 50ppm 0.06% 200ppm 150mg
Soot particles and ash solids

Water vapor (HO2)
Sulphur Dioxide/Trioxide
Carbon Dioxide
(CO2)
Nitrogen (N2)
Nitrous Oxide
Oxygen
Monoxide
Carbon
per m3
Issues associated with dumping IG scrubber effluent to sea?
Module 10 – Inert Gas Blowers
Valves Inlet valve and a discharge valve
Number of Blowers 2 two blowers
Combined Capacity At least of 125% of the max discharge rate of cargo
pumps
Gas-freeing Air supply line and inlet valve
Fan casing drains No excessive water carryover
Inspection Covers No leaking gas
Alarms Discharge temp and pressure of delivered IG
Automatic shut-down provisions
In the event of :
• Low water pressure or low flow rate in the scrubber
• High water level in the scrubber
• High gas temperature
Module 10 – Inert Gas Blowers
8.25 Is the inert gas system including instrumentation, alarms, trips and pressure and oxygen recorders,
in good order?
Inspector Observations : Inert Gas Plant was malfunctioning at the beginning of the discharging
Operations. Cargo discharging operations were suspended for about 1,5 hour due to the
malfunctioning of the IG plant.
Initial Operator Comments: THE VESSEL EXPERIENCED AN IG VALVE FAIL ALARM ABOUT 3 HRS AFTER THE
START OF DISCHARGE OPERATIONS. THE FAULT WAS DUE TO THE DELIVERY VALVE OF THE IG BLOWER
BEING CLOSED BUT GIVING AN INCORRECT SIGNAL. THIS WAS BECAUSE THE CAM INSIDE THE VALVE WAS
NOT TOUCHING THE LIMIT SWITCH WAS ADJUSTED & THE VALVE FAILURE ALARM RECTIFIED.
NO ALARMS OR FAULTS HAD BEEN ENCOUNTERED DURING THE PRE-ARRIVAL CHECKS OF CARGO
SYSTEMS DOEN IN ACCORDANCE WITH OUR CARGO OPS PRE-ARRIVAL CHECKLIST.
THE VESSEL HAS RAISED A DEFECT REPORT & SYSTEM DEVIATION REPORT FOR THIS IGS FAULT. ONCE THE
LIMIT SWITCH WAS ADJUSTED, THE FAULT DID NOT RE-OCCUR. THE IGS WAS RETESTED AFTER DEPARTURE
FROM THIS PORT & ALL COMPONENTS FOUND OPERATING PROPERLY AS DESIGNED.
Module 10
SOLAS II-2 Part C Regulation 11.6.3.2
What is the secondary venting arrangement?
• Full flow pressure/vacuum breaker or,

• Pressure sensing equipment
Are IG inlet isolation stop valve locking arrangements satisfactory?
Is the key to the locking device in the custody of the responsible officer?
Is a mimic board used to show Open/Close status?

Module 10- Secondary venting
SOLAS Amended in 1998 to provide Secondary Venting
The purpose of secondary venting is to ensure that tanks are protected if the primary IG/Vent inlet
valve is accidentally shut or if mechanical failure results in closure of the inlet valve.
Secondary venting may be provided by a full flow pressure / vacuum valve or by means of a pressure
sensor where the readout is situated at the cargo control position.
Module 10- Secondary venting- The OCIMF position
SOLAS 2-II Reg 4 5.3.2 Venting arrangements
5.3.2.1 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.
5.3.2.2 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.
There shall be a clear visual indication of the operational status of the valves or other acceptable
means.
Where tanks have been isolated, it shall be ensured that relevant isolating valves are opened before
cargo loading or ballasting or discharging of those tanks is commenced. Any isolation must continue
to permit the flow caused by thermal variations in a cargo tank in accordance with regulation
11.6.1.1
Module 10
8.19 Are the officers aware of the primary and secondary cargo tank venting systems and are
the systems functioning correctly?
Inspector Observations: There was no record for Mast Riser P/V valve pressure test since delivery
date
Other inspector Comments : The vessel was fitted with Mast Riser and individual high velocity
P/V valves sized to provide protection under maximum loading / discharging condition.
Individual high velocity P/V valves and Mast Riser P/V valve setting points were +1400 / -350
mmWG.
Initial Operation Comments : The inspection / maintenance of certain component since its
initial installation is being carried out concurrently with the group of full flow high velocity P/V
Valves which is fitted for each cargo tank, thus in accordance with Company’s PMS reference
is made specifically for the inspection/maintenance of the group of flow high velocity P/V
Valves as a whole, considered it together with the mast riser as one job’s description.
The company took under serious consideration the inspector’s observation and following the
investigation carried out by the technical department responsible for PMS implementation, a
separate job for the inspection / maintenance of the Mast Riser has already been included in
the PMS. Furthermore a Preventive Action Circular sent to all Company’s vessels for information
and actions to be taken.
Module 10- IACS UI 140: Secondary Means of Venting Cargo
Tanks
IACS UI 140: Secondary Means of Venting Cargo Tanks (Reg. II-2/4.5.3.2.2 and Reg.II-
2/11.6.3.2)
A P/V breaker fitted on the IG main may be utilized as the required secondary means of
venting.
The height requirements of Reg.II-2/4.5.3.4.1 and 11.6.2 and the requirements for devices to
prevent the passage of flame of Reg. II-2/4.5.3.3 are not applicable to the P/V breaker
provided the settings are above those of the venting arrangements required by Reg. II-
2/11.6.1.
IACS
International Association
Of Classification Societies
Module 10- IACS UI 140: Secondary Means of Venting Cargo
Tanks
(Reg. II-2/4.5.3.2.2 and Reg.II-2/11.6.3.2)
Inadvertent closure or mechanical failure of the isolation valves required by SOLAS Reg.I
2/4.5.3.2.2 and the FSS Code, Ch.15, 2.3.2.2 need not be considered in establishing the
secondary means since:
a) The valves are operated under the control of the responsible ships officer and a clear
visual indication of the operational status of the valves is required by SOLAS Reg.II-
2/4.5.3.2.2, as amended, and
b) The possibility of mechanical failure of the valves is remote due to their simplicity.
IACS
International Association
Of Classification Societies
Module 10 – An added Complication
Module 10 - Tankers Carrying High and Low Flash Cargoes
(Products and Crude Oils) Simultaneously
The regulations governing secondary protection look for full flow protection or
pressure sensors
If the IG Inlet Valves are INTENTIONALLY closed for the purposes of protection against
vapor carryover from low to high flash point cargoes, further considerations need to
be made.
In such cases BOTH the primary and secondary protection needs to be downstream
(i.e. INSIDE) of the cargo tanks themselves.
Module 10
Can double hull spaces be inerted?
Tankers required to be fitted with inert gas systems shall be fitted with suitable connections for
the supply of inert gas to double hull spaces. (SOLAS 2001 11-2/59.4.3)
Tankers required to be fitted with inert gas systems shall comply with the following provisions:
1. Double hull spaces shall be fitted with suitable connections for the supply of inert gas;
2. Where hull spaces are connected to a permanently fitted inert gas distribution system,
means shall be provided to prevent hydrocarbon gases from the cargo tanks entering the
double hull spaces through the system;
and
3. Where such spaces are not permanently connected to an inert gas distribution system,
appropriate means shall be provided to allow connection to the inert gas main. (SOLAS
2009 II-2/4.5.5.1.3)
Module 10 - Summary
Module 11 – Inspection of the Pump Room
Module 11 - Check Pump Room Ventilators are running
Module 11 - Entering the Pump Room Top
Module 11 - Pump Room Entry Procedures
• The inspector will look closely at the actions that are made prior to entry
• Tell OOW in the CCR that you are going to enter the PR
• Tell the inspector where the Emergency Escape (EEBDs) packs are located.
• Explain specific emergency signals
• Have a crewman standing by at the PR top
• Use the opportunity to zero and span the LEL instrument to show that you know how to
do it
• Ask the OOW to tell you what the gas/O2 readings are for the Upper / Mid and Lower
level sensors
• Use personal gas alarm (LEL, CO, O2 and H2S)
• Be careful about using Enclosed Space Entry
• Permits in Pump room
• Wear ear protection
Module 11 - Pump Room
• Are all cargo pumps and gauges fully
operational?
• Are pumps and pipelines free of oil leakage?
• Are bilges free of oil?
• Are pipelines free of patches?
• Is the high level alarm operational and
located at the low point?
• Do ODME sensors show any indications of
tampering?
Module 11 - Pump Room Emergency Procedures
Module 11 - Vac Strip, Rotating Shafts, Fire Fighting Equipment
Module 11 - Vac Strip, Rotating Shafts, Fire Fighting Equipment
Checklist
• Are the stripping pumps and eductors
operational?
• Are pumps and steam lines free of oil leakage?
• Is vent system operating on extraction mode?
• Are cargo / ballast line spool piece
disconnected?
• Are bilge overboard valves lashed and sealed?
Module 11 - Clean bilges, pump or line leaks prior to the
inspection
Module 11 - Summary
Module 12 – Inspection of the Cargo Control Room
Module 12 - Cargo Control Room
Ensure That ISGOTT is Visibly used

in the CCR at All Times
Module 12 - Cargo Control Room
The IMO Coastal Contacts List
Are the ship’s crew familiar with their duties in relation to the Shipboard Oil Pollution Emergency Plan (SOPEP) /
Shipboard Marine Pollution Emergency Plan (SMPEP), is the plan maintained updated with emergency contacts
readily available?
Other inspector Comments: The IMO Coastal Contact List was dated 30 Jun 2011. A list of local emergency
contact numbers was posted in the CCR and on the bridge.
Module 12 - Cargo Operations
• Is Ship / Shore Safety Check List completed correctly?
• Have items requiring repeated checks ( R ) on the list, been re-examined?
• Is a bar type Cargo Loading / Discharge Plan prepared and followed?
• Is a COW plan prepared?
• Have stress and stability calculations been carried out for all stages of the operation?
Module 12 - Cargo Operations - The SSSCL
41. Portable VHF / UHF transceivers are of an

approved type.
42. The ship’s main radio transmitter aerials are
earthed and radars are switched off
43. Electric cables to portable electrical equipment

within the hazardous areas are disconnected
from power.
44. Window type air conditioning units are

disconnected
SOLAS II-2 Part C Regulation 11.6.3.2
What is the secondary venting arrangement?

– Full flow pressure / vacuum breaker or
– Pressure sensing equipment
Are IG inlet isolation stop valve locking arrangements satisfactory?
Is the key to the locking device in the custody of the responsible officer?
Is a mimic board used to show Open / Close status?

• Is the inert gas system operational?

• Do the officers understand that ALL cargo operations must stop if the IG
supply fails?
• Is ISGOTT used?
• If the vessel is double hulled, is it free of inherent stability problems?
• Are MSD Sheets provided for the cargo being handled?
• Is the vessel loaded in accordance with the Damage Stability Information
Book?
Module 12 - Cargo Operations - MSDS
Module 12 - Competency and Teamwork
Cargo operation provide the best opportunity to demonstrate;
Are the ISM Manuals used and user – friendly?

Are junior officers are involved in the operations?
Are officers properly rested?
Do officers understand how to use and check portable gas instruments?
Module 12 - Crude Oil Washing
• Is the Vessel Crude Oil Washing?
• Is it to MARPOL Requirements?
• Is the operation being conducted in accordance with the COW Manual?
• Is tank O2<8%? (or to terminal requirements if more stringent)
• Have tanks been de-bottomed by 1 metre?
• Has the slop or COW supply tank been emptied and refilled with dry crude?
• Are COW machines being operated at designed pressure?

Module 12 - Summary
Module 13 – The Mooring System
Module 13 – Common causes of injuries
Number % Value %
Injuries from mooring incidents

Module 13 – Injuries during Mooring operations
Eye, Foot , Thigh,
Ankle, Wrist 1%
Pelvis 2%
Face 3%
Leg 23%
Chest 3%
Hand 3%
Shoulder 3%
Knee 3%
Arm 7%
Death 14%
Head 7%
Multiple injury 11% Back 14%

Module 13 - Emergency Tow-off Pennant Systems
Lloyd’s Register Risk Assessment of

Emergency Tow-off Pennant Systems
(ETOPS) Onboard Tank Vessels
With the production of this document, the OCIMF position is that ETOPs are not required and have
not provided benefits in the past.
If, however, individual marine terminal risk assessments or port authorities still require the use of ETOPs,
it is recommended that options other than wire rope be considered.
Module 13 - Emergency Towing-Off Pennants (ETOPs) better
known as “Fire Wires”
Module 13 - Typical Mooring Arrangement
Module 13 - MEG 4: Winch Brake Testing
The main purpose of brake testing is to verify

that the brake will render at a load less than the
design rope’s MBL.
New ships are normally supplied with a brake

test kit of the simplified type.
Each winch manufacturer will have their own

test equipment and procedures which should
be followed by the operator.
Details will be contained in the instruction
manual.
Module 13 - Reduction in Winch Brake holding Capacity with
increased number of layers
Layer of Line Theoretical Holding Capacity % Rated
(Tonnes) (KN) Holding Capacity
1 55 539 100
2 49 481 89
3 45 441 82
4 41 402 75
5 38 373 69
Module 13 - Emergency Towing Booklet (ETB)
For ships constructed after 1 Jan. 2010
Ships shall be provided with a ship-specific emergency

towing procedure. Such a procedure shall be carried
aboard the ship for use in emergency situations and shall
be based on existing arrangements and equipment
available on board the ship.
The procedure shall include:

• Drawings of fore and aft deck showing possible
emergency towing arrangements;
• Inventory of equipment on board that can be used for
emergency towing;
• Means and methods of communication;
• Sample procedures to facilitate the preparation for
and conducting of emergency towing operations”
(SOLAS II-1/3-4,2.2-3)
Module 13 - SBM Operations-Single point moorings
9.26 If the vessel is equipped for mooring at single point
moorings, does it meet the recommendations as
applicable, contained in Mooring Equipment Guidelines?
Inspector Observations: The arrangement for making fast
at a SPM necessitated passing the lead around multiple
fairleads at acute angles.
Initial Operator Comments: These vessels are of a standard
design and, while the layout is not ideal, they are able to
moor safely to SPMs. The vessel complies with OCIMF’s
design standard for tanker mounted SPM fittings as outlined
in OCIMF’s Mooring Equipment Guidelines. Appendix A in
particular, Section A4 describes positioning of pedestal
fairleads in relation to winch drums and this section does
not indicate anything to suggest that the vessel’s SPM
mooring arrangement is not as recommended.
Module 13 - Which is the Preferred Link to be Used for Mooring?
Module 13 - Summary
Module 14 – Inspection of the Engine Room
Module 14 - Engine Room Documentation
• Bunkering
• UMS Records
• Log Books
• Planned Maintenance
• C/E Standing Orders and Night Orders
• Record of Testing of IGS
• Records of Testing of Steering Gear
• M/E Jacket / Boiler Water & Luboil logs and tests
Module 14 - The Bunkering Safety Check List (ISGOTT 25.4.3)
Port……………… Date:……………
Ship………………. Barge……………
Master…………… Master…………..
1. Bunkers to be Transferred
Grade Tonnes Volume at Loading Loading Maximum Maximum
Temp Temperature Transfer Rate Pressure
Fuel Oil
Gas Oil/
Diesel
Lub Oil in
Bulk
2. Bunker Tanks to be Loaded

Tank No. Grade Volume of Vol of Oil in Available Volume to Total
Tank Tank before Volume be loaded Volume
Loading Grade
Module 14 - Engine Room Observations
10.8 Are the vessels staff engaged in bunkering operations well aware of safe transfer
requirements and are detailed bunker transfer instructions available?
Inspector Observations: Examination of the Ship/Shore Safety Checklists (SSSCL) associated with
recent bunkering operations revealed that the required re-checks were not made. On 20
September 2018 the vessel bunkered from 0140 to 0518, but there was no record of any re-
checks, nor was the required re-check interval entered into the SSSCL. During the bunkering on
18 September 2018, the SSSCL stated that the rechecks would be contacted every 30 minutes,
but there was no record of the check being made. The form was only marked to show that the
bunker tank soundings were being monitored. Similar errors were evident from the bunkering of
18th August 2018 and 20 August 2018 as well. Additionally, the SSSCL’s were marked to show that
the level of Benzene in the tank atmospheres was very high (“20-35%). The Chief Officer (who
reportedly conducted the tests) stated that the readings were for ppm, not percent;
nevertheless, a reading of 35ppm Benzene is well above the 0.5ppm recommended TLV and
should have resulted in the requirement to wear appropriate PPE in order to reduce the risks to
vessel personnel.
Module 14 - Engine Room Observations
Initial Operator Comments: During the internal audit, carried out on 12 August 2018 the incumbent Chief
Engineer was noted to be less than familiar with the company procedures and very lax with respect to
paperwork, including the paperwork relating to bunkering operations. The Chief Engineer at the time had
boarded on 20th July 2018 and was performing a three-month probationary contract. Following the audit a
decision was taken to replace the Chief Engineer at the next discharging port and the present Chief
Engineer, who was on leave from the vessel, boarded on 19th September and took over responsibility for the
vessel following the bunkering operation on 20th September. Since that date the bunkering operations have
been carried out in accordance with the documented procedures and the bunkering safety checklists
have been correctly completed. The Master and Safety Superintendent on board at the time of this
inspection have gone through the procedures for testing tank atmospheres with both the Chief Officer and
the Chief Engineer to ensure that accurate readings are taken and the procedure to be followed in the
event that benzene is detected. The Company Bunker Procedures Manual contains specific instructions for
the completion of the Bunker Safety Checklists and the testing of tank atmospheres but did not address the
actions in the event that benzene is detected, only hydrogen sulphide. This was noted during a manual
review on 21st September 2018 and a revision was prepared and following approval is in the process of
being forwarded to all the fleet with an effective date of 1st December 2018.
Module 14 - Engine Control Room
Module 14 - Safety
• Explain the emergency escape routes

• Ensure all personnel are wearing Full PPE
• Start the inspection in the ECR
• Ensure that duty engineer or watch-keeper knows what is going on
• Is there any work or hazards the inspector should be aware of?
• (Surveys, lifting, cleaning, plates removed etc.)
Module 14 – The Route
• Start at the aft bottom plates
• Stern tube and header
• Bilges
• Emergency bilge suction
• Walk round each flat in turn
• Finish in the ECR
• Explain any issues that have been discovered
Module 14 - Bottom Platform
• General cleanliness
• Overboard valves
• Stern tube seals and bilges
• Cement boxes, cordobond /thistlebond
repairs
• Pumps and pumping arrangement with
regard to the oily water separator
• Emergency escape trunking
Module 14 – If the vessel is carrying heated cargoes, the Observation Tank
will be checked.
Module 14 – Mid Engine Room
• General cleanliness (above and below)
• FO Oil and purifier rooms
• Auxiliary machinery
• Cargo Pumps
• Coolers
• Cargo Heating returns and Observation tank

Module 14 – Top Flat
• Cylinder heads
• Boilers
• Inert
Gas
• Workshop
• Stores
• Steering Flat
• Control Room
Module 14 – Engine Room Common Observations
10.19 Are diesel engine fuel delivery pipes adequately jacketed or screened, exhaust lines and hot surfaces
protected from spray and surrounding areas free from fuel or lube oil leakage?
Inspector Observations: There was a significant build up of oil soaked dirt and debris around the cylinders on the
main engine. This was cleaned up prior to the completion of the inspection.
Initial Operator Comments: Root Cause: The ship has completed several very long voyages in recent months
allowing little down time in which the accumulation of debris around the cylinders heads could be removed. The
time alongside in the previous port had been fully occupied with necessary operational repairs leaving this
cleaning task until the inspection port. Correction: The opportunity presented while alongside as noted by the
inspector was taken to remove this accumulation. Action to prevent reoccurrence: Housekeeping routines do
require that high standards of cleanliness are maintained throughout the machinery spaces. Where operational
demands prevent effective compliance outstanding tasks are caught up as soon as possible afterwards. Company
inspections all focus towards monitoring that standards are maintained. Further Operator Comments: Final update
Awareness of engineers and engine crew regarding good house-keeping practice is now on the desired high level
as indicated by regular work reports submitted from the ship. A review fleet-wide has confirmed that required
standards of cleanliness are being maintained overall.
10.19 Are diesel engine fuel delivery pipes adequately jacketed or screened, exhaust lines and hot surfaces
protected from spray and surrounding areas free from fuel or lube oil leakage?
Inspector Observations: Several Lagging were observed soaked with Fuel Oil and one (1) can size container was
notices under the coupling of a FO Pump integrated to the FO Oil Heating Unit and fitted with Fuel Oil.
Initial Operator Comments: THE COMPANY SMS PROVIDES RELEVANT GUIDANCE FOR HOUSEKEEPING STANDARDS TO BE
MAINTAINED ON VESSELS.IT IS FURTHER REQUIRED AS PER # WEEKLY INSPECTIONS ARE MADE BY CHIEF ENGINEER TO ENSURE
MEETING THESE REQUIREMENTS. THE NOTED LAGGING HAD OLD OIL STAINS ON THEM FROM THE LAST PMS REPAIRS AND
MAINTENANCE CARRIED OUT. ALL OIL STAINED LAGGING HAS NOW BEEN REPLACED. THE COUPLING SEAL RENEWED AND
THE DRIP TRAY REMOVED, ON WORK ORDER NUMBER. IT SHOULD BE NOTED THAT THERE WAS NO CURRENT LEAK IN THE AREA.
A NON CONFORMITY HAS BEEN RAISED IN OUR SAFETY MANAGEMENT SYSTEM. THE ATTENDING SUPERINTENDENT DISCUSSED
THE REQUIREMENTS OF THIS WITH THE MASTER AND CH ENGINEER THE SUPERINTENDENT ALSO MADE A THOROUGH
INSPECTION OF THE ENGINE ROOM AND DID NOT FIND ANY ADDITIONAL AREAS OF CONCERN IN THE ENGINE-ROOM. IT
SHOULD BE NOTED THAT, DUE TO CUSTOMS AND BORDER CONTROL REGULATIONS. THE CHIEF ENGINEER WHO WAS ON
BOARD PRIOR TO THE INSPECTION WAS FORCED TO LEAVE THE SHIP PRIOR TO THE INSPECTION TAKING PLACE. THE CHIEF
ENGINEER WHO WAS IN ATTENDANCE DURING THE INSPECTION HAD JUST JOINED THE SHIP. THE RELIEVED CHIEF ENGINEER
WILL BE REQUIRED TO ATTEND OUR MANAGING OFFICE TO EXPLAIN THE REASONS BEHIND THIS OBSERVATION.
10.22 Where hydraulic aggregate pumps are located within the main engine compartment, is an oil
mist detector fitted?
Inspector Observations: The hydraulic aggregate pumps, located within the main engine
compartment, were not fitted with an oil mist detector.
Initial Operator Comments: The oil-mist detector for hydraulic aggregates is not fitted as mentioned;
they are located in a room fitted with fire detectors. The equipment are also designed with oil leak
detection and level alarm system in accordance with the classification rules. Additionally, the ER is
always manned dunning cargo operations and the spaces were checked at regular and frequent
interval.
10.29 Are machinery spaces and steering compartments clean and free from obvious leaks and is the
overall standard of housekeeping and fabric maintenance satisfactory?
Inspector Observations: Several water leaks noted:

1)Feed water valve on port boiler steady water and steam leak with a large quantity of water on
plates below.
2)Fire pump discharge valve gland was leaking water.
3)Main cooling sea water pump leaking steadily.
4)Leaking flange on fire-main in foam room, salt stalactite, rust staining and bucket of underneath as
evidence.
Initial Operator Comments: The leakages should have not been there as Company has zero tolerance
for any leakage. Anyway all leakages have been attended and closed-out.
Module 14 – Emergency Equipment
Emergency Fire Pump
Is the emergency fire pump fully operational and
are starting instructions clearly displayed?
Emergency Generator
Has the generator been tested or run on load
recently?
Module 14 - Summary
Module 15 – Debriefing and Dealing with Inspectors
Module 15 – Debriefing and Observations – Dealing with the
Inspector
• Keep it cordial at all costs !
• Don’t overwhelm the inspector with too many
people
• Discuss observations
• Ask inspector justify Observations by pointing to
source Regulations or Industry Guidance
• If written observations are not made by the inspector,
the Master must do it.
• Remember, the inspector has the “Golden Key” that
is your prize – A report that is free of Observations!!
Module 15 – Debriefing and Observations – Dealing with the
Inspector
Remember, the inspector………
Must set an example during the inspection.

Must discuss “Observations” with the officer
accompanying the inspector, on site.
Must not intimidate the ship’s personnel
Must not advise or offer suggestions.
Module 15 - Summary
Case Studies Module
Case Studies Module #1
3.2 Are the STCW and flag Administration’s regulations that control hours of work to minimise
fatigue being followed and are all personnel maintaining hours of rest records in compliance
with MLC or STCW requirements?
Inspector Observations: On 11-Sep-2019 the vessel carried out bunkering operation and the
following personnel (CE, 2E, Oiler, Fitter) recorded rest hours below the minimum level of 10 hours
but the review of the reporting at the end of the month between the ship and the shore office
indicated that no NC or deviation had occurred.
Initial Operator Comments:

4.13 Are deck officers aware of the requirements for managing Navtex and Navarea Warnings
and is there evidence of an effective system in place to monitor these warnings?
Inspector Observations: There was a gap of about two weeks between the summary of EGC
warnings compiled, as shown to inspector, and the officer in charge was not able to explain
how EGC warning notices were received and managed in between time period.

4.14 Are Master and deck officer’s familiar with the operation of the ECDIS system fitted on
board?
Inspector Observations: Although passage planning notes and records were endorsed
validated by the Master, the Master could not perform a route check when requested and he
claimed that it has not been carried out but relied on 2/O planning of the route.

5.19 Are the officers aware of the correct settings of pump room fire and flooding dampers and
are the dampers clearly marked and in good order?
Inspector Observations: The crew on top of the pump room was not able to activate the
flooding damper when requested.

5.26 Is gas welding and burning equipment in good order and spare
oxygen and acetylene cylinders stored apart in a well-ventilated
location outside of the accommodation and engine room?
Inspector Observations: There was no history or records as to when the

regulators in oxygen and acetylene system had been last replaced.

6.1 Are the ship’s crew familiar with their duties in relation to the Shipboard Oil Pollution
Emergency Plan (SOPEP) / Shipboard Marine Pollution Emergency Plan (SMPEP), is the plan
maintained updated with emergency contacts readily available?
Inspector Observations: A deck officer quizzed regarding the use of the surface (dump) valves
to slop tanks was unfamiliar with its operation. He was under the impression that slop tank was to
be depressurized prior to the use of the valve. Another duty officer in the cargo control room
was not able to explain the spill recovery gears provided on deck to combat cargo spills.

6.16 Have disposals of sludge and other machinery waste been conducted in accordance with
MARPOL requirements?
Inspector Observations: The vessel had transferred a total of 28m3 oily residues from engine room
on 17-May-2019 (14.4 m3 from oil bilge tank and 13.6m3 from oil sludge tank) to Slop starboard
tank, which was mixed with tank washing water (slops) already in the tank, and the entire
mixture was subsequently pumped overboard thru the ODME on 18-May-2019. There was no risk
assessment noted for this operation.

8.7 Are all officers and ratings aware of the carriage requirements including emergency
procedures for the specific cargo onboard and are officers’ familiar with the vessels cargo
system, including emergency discharge arrangements?
Inspector Observations: The duty officer in the cargo control room could not describe the level
alarms fitted in cargo tanks.

8.26 Was the fixed oxygen analyser calibrated immediately prior to use of the inert gas system
and do local and remote oxygen and pressure recorders, where fitted, agree?
Inspector Observations: The oxygen sensor for the IG system had been calibrated more than 24
hours before starting the system, it was recorded done on 8-Nov-2019 and same was confirmed
by the person carrying out the test.

9.18 Are pedestal fairleads, roller fairleads and other rollers
well-greased and free to turn and are bitts and chocks free of
grooving?
Inspector Observations: At least five numbers of mooring

leads, at various locations around the vessel, showed signs of
slight to moderate grooving.

10.18 Are officers aware of the location of the accommodation and engine room ventilation fan
emergency stops, are they clearly marked to indicate the spaces they serve and is there
evidence of regular testing and maintenance?
Inspector Observations: One of the deck officers during the review of the bridge, was unaware
of the accommodation and engine room fan and pump stop controls. The review of the same
with the engineers revealed that there had been no test of the controls located on the bridge.

10.32 Are the following, where applicable, all in good order and do they appear to be well
maintained?
Inspector Observations: The incinerator inspection door for the lower chamber was opened and
the chamber was full of ashes, in compact form, right up to the brim and the upper door could
not be opened for inspection.

Thank You!
Questions & (Hopefully)Answers
Ktenas Panagiotis MA Inter. Relat., MSc. Urban Plan , BSc Econ and Mech. Eng.
Certified Adult Trainer, Registrar N.EA24815 (EOPPEP).
ex. Lt Cdr Hellenic Navy
pktenas@gmail.com
November 2019
363

OCIMF SIRE Training Seminar

Încărcat de

Informații document

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

OCIMF SIRE Training Seminar

Încărcat de

Drepturi de autor:

Formate disponibile

SIRE training seminar

SAFETY FIRE ALARM EMERGENCY TOILETS

REFRESHMENT SMOKING POLICY MOBILE PHONES

/1/ Who are you ?

/2/ What is your job

/3/ What are you expecting to

get from this course?

• Why do Oil Companies inspect tankers ?

• Risk Management and spot chartering

• The self – inspection walk round

• Dealing with inspectors

The quality of the owner’s replies to SIRE

1. In Part I of the Oil Record Book, under

2. According to the OCIMF SIRE Vessel

3. What is the maximum length of fire hose that can

4. According to OCIMF SIRE where should the

5. What is the length of the buoyant

6. How frequently must

7. On a tanker that is fitted with an IMO type-

8. In the case of existing tankers, when are

9. Under the STCW 2010 Regulations

10. According to OCIMF SIRE, under what

• The guidance notes are quite detailed in this version of

Many otherwise acceptable vessels do

we fixed the deficiency

For the oil company vetting manager, every marginal vessel

Module 2 – Major Oil Spills since 1967

Position Shipname Year Location Spill size (tonnes)

21 PRESTIGE+ 2002 Off Galicia, Spain 63,000

OIL TANKER SPILL STATISTICS 2018

…removes limitation protection if the incident was caused

Figure 4: Number of large spills (>700 tonnes) from 1970–2018

500 CASTILLO DE BELLVER

300 SEA EMPRESS

EXXON VALDEZ PRESTIGE SANCHI

Module 2 – Annual Quantity of oil spills

Year Quantity Year Quantity

1981 48,000 2001 9,000

1. All oil majors have their own quality assurance schemes

So if you think that oil company vetting superintendents

For a Vetting Superintendent, every vetting decision Is a

For this reason, Oil Company Charterers are extremely

Vetting system requires :

“No other Ship”

Fix for voyage Initiate own SIRE

a. The circumstances of the creation of OCIMF – The Torrey Canyon

• Reports are submitted to SIRE on a voluntary basis by OCIMF

• Payment for the costs of inspections on a “Who asks, pays” policy

• Ship operator can make two sets of comments relating to each

• Comments become part of the report

The Harmonized Vessel Particulars Questionnaire, and The Vessel

• Vessel particulars, certification and on-board inventory details are

• Uniform inspection protocols for all vessels are provided by Vessel

• Obtain information of the vessel’s condition and standards of

operations to permit an assessment to be made.

• Make inspection reports more widely available.

• Reduce the duplication of effort by inspecting companies

• Reduce the inspection burden on Operators and crews

The objective is not vessels to fail.

• Full OCIMF Members (£45 per report)

VPQs, BPQs and index downloads are free of charge.

• Provide the software to create and submit reports from inspectors

OCIMF HAS NO ROLE IN INSPECTOR SELECTION

Module 3 – Submitted/Downloaded Reports