ENCLOSED SPACE ENTRY

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By Maklub Al Mostofa

Enclosed Space:

For the purpose of this Guide, an ‘Enclosed Space’ is defined as a space that has the following characteristics:

  • Limited openings for entry and exit.
  • Unfavourable natural ventilation.
  • Not designed for continuous worker occupancy

Enclosed spaces include, but are not limited to:

      • Cargo spaces
      • Double bottoms
      • Fuel tanks
      • Ballast tanks
      • Cargo pump-rooms
      • Cargo compressor rooms
      • Cofferdams
      • Chain lockers
      • Void spaces
      • Duct keels
      • Inter-barrier spaces
      • Boilers
      • Engine crankcases
      • Engine scavenge air receivers
      • Sewage tanks

     

    Many of the casualties that have occurred in enclosed spaces on ships have resulted from people entering an enclosed space without proper supervision or adherence to agreed procedures. In almost every case, the casualty would have been avoided if the simple guidance in this Chapter had been followed.

    The rapid rescue of personnel who have collapsed in an enclosed space presents particular risk. It is a human reaction to go to the aid of a colleague in difficulties, but far too many additional and unnecessary casualties have occurred from impulsive and ill-prepared rescue attempts.

    Assessment of Risk

    In order to ensure safety, a risk assessment should be carried out. Gas tests carried out prior to entry into the space should reflect the contaminants that can reasonably be expected to be present within the space, taking into account the previous cargo carried, ventilation of the space, structure of the tank, coatings in the space and any other relevant factors.

    When preparing for entry into a ballast tank or void space where hydrocarbon vapours may not normally be present, it is prudent to test the space for hydrocarbon vapour or H2S if the space is adjacent to a cargo or bunker tank. This is particularly important if entry is being made to investigate the possibility of bulkhead defects.

    Respiratory Hazards

    Respiratory hazards from a number of sources could be present in an enclosed space. These could include one or more of the following:

    • Hydrocarbon vapours, such as butane and propane.
    • Toxic contaminants associated with organic vapours, such as aromatic hydrocarbons, benzene, toluene etc.
    • Toxic gases, such as benzene, hydrogen sulphide and mercaptans.
    • Oxygen deficiency caused by the presence of inert gas, oxidation (rusting) of bare steel surfaces, or by microbial activity.
    • Solid residues from inert gas and particulates, such as those from asbestos, welding operations and paint mists.

    Hydrocarbon Vapours

    During the carriage and after the discharge of hydrocarbons, the presence of hydrocarbon vapour should always be suspected in enclosed spaces for the following reasons:

    • Cargo may have leaked into compartments, including pumprooms, cofferdams, permanent ballast tanks and tanks adjacent to those that have carried cargo.
    • Cargo residues may remain on the internal surfaces of tanks, even after cleaning and ventilation.
    • Sludge and scale in a tank that has been declared gas free may give off further hydrocarbon vapour if disturbed or subjected to a rise in temperature.
    • Residues may remain in cargo or ballast pipelines and pumps.

    The presence of gas should also be suspected in empty tanks or compartments if non-volatile cargoes have been loaded into non-gas free tanks or if there is a common ventilation system which could allow the free passage of vapours from one tank to another.

    Toxic contaminants could be present in the space as residues from previous cargoes, such as benzene or hydrogen sulphide. To be considered safe for entry, whether for inspection, Cold Work or Hot Work, a reading of less than 1% LFL must be obtained on suitable monitoring equipment.

    Toxic Gases:

    • Benzene

    Checks for benzene vapour should be made prior to entering any compartment in which a cargo that may have contained benzene has recently been carried. Entry should not be permitted without appropriate personal protective equipment, if statutory or recommended TLV-TWAs are likely to be exceeded (see Section 2.3.3.2). Tests for benzene vapours can only be undertaken using appropriate detector equipment, such as detector tubes. Detector equipment should be provided on board all ships likely to carry cargoes in which benzene may be present.

    • Hydrogen Sulphide

    H2S is present in some crude oils and in some products in varying concentrations. Where the concentration is high, the oil is often referred to as being ‘sour’. H2S is very soluble in water. General practice and experience indicates that washing a tank with water after carrying a cargo containing H2S should eliminate the hydrogen sulphide vapour within the space.

     However, prior to entry into an enclosed space which has previously carried oil containing H2S, or where the presence of H2S vapour may be expected, the space should be ventilated to a reading of less than 1% LFL on a combustible gas indicator and tested for the presence of H2S using a gas detector tube. Care should be taken not to rely on the use of catalytic H2S sensors which may have a cross-sensitivity with hydrocarbon vapour. Since H2S is heavier than air, it is very important that the bottom of any space is thoroughly tested.

     When carrying a cargo containing H2S, particular attention should be given to the possibility of the presence of H2S in locations such as pumprooms, deck stores and in ballast tanks. There is a high probability of the presence of H2S in ballast tanks due to the gas being drawn into the tank when deballasting during the loading operation.

     Mercaptans

    Mercaptans are present in the vapours of pentane plus cargoes and in some crude oils. They may also be present where oil residues have been in contact with water for extended periods. The presence of Mercaptans can be detected by the use of chemical detector tubes. Their concentration should be reduced to 0.5 ppm to avoid discomfort to personnel and nuisance smells.

     Oxygen Deficiency

     Before initial entry is allowed into any enclosed space, the atmosphere should be tested with an oxygen analyser to check that the air contains 21% oxygen. This is of particular importance when considering entry into any space, tank or compartment that has been previously inerted. Lack of oxygen should always be suspected in all enclosed spaces, particularly if they have contained water, have been subjected to damp or humid conditions, have contained inert gas or are adjacent to, or connected with, other inerted tanks.

    Products of Inert Gas

    By-products of combustion when inert gas is produced from boiler flue gas or from an inert gas generator include carbon monoxide and carbon dioxide.

    Carbon monoxide is a toxic gas that may be present in cargo tank atmospheres following gas freeing and in spaces containing components of the inert gas plant. Carbon dioxide is not toxic, but presents a smothering hazard. Adequate ventilation is required to maintain a normal oxygen level in air of 21% by volume in the space and to eliminate any hazard.

    Atmosphere Tests Prior to Entry

     No decision to enter an enclosed space should be taken until the atmosphere within the space has been comprehensively tested from outside the space with test equipment that is of an approved type and that has recently been calibrated and checked for correct operation.

     The appropriate atmosphere checks are:

    • Oxygen content is 21% by volume.
    • Hydrocarbon vapour concentration is less than 1% LFL.
    • No toxic or other contaminants are present.

     Care should be taken to obtain measurements from a representative cross-section of the compartment by sampling at various depths and through as many deck openings as practicable. When tests are being carried out from deck level, ventilation should be stopped and a minimum period of about ten minutes should be allowed to elapse before readings are taken.

     Even when tests have shown a tank or compartment to be safe for entry, pockets of gas should always be suspected.

    If extensive work is to be carried out within a large space, such as a cargo tank, it is recommended that a full assessment of the tank atmosphere is undertaken after the initial tests have been satisfactorily carried out and recorded. The person undertaking the full assessment should enter the tank carrying an emergency escape breathing device and a personal gas monitor, in addition to the gas testing instrument. The tank atmosphere should be checked frequently during this entry, with particular attention being placed on testing the work location(s) and places that are inaccessible for testing from the deck. On satisfactory completion of this additional atmosphere test, the results should be recorded as required by the appropriate safety procedure in the Safety Management System.

    While personnel are in a tank or compartment, ventilation should be continuous. Regeneration of hydrocarbon gas should always be considered possible, even after loose scale or sludge has been removed. Continual checks on the atmosphere in the space should be made as specified in the Safety Management System.

     Atmosphere tests should always be made after any interruption or break in the work. Sufficient samples should be drawn to ensure that the resulting readings are representative of the condition of the entire space.

     When entering cargo and bunker tanks, all the tanks and spaces adjacent to the space to be entered should also be tested for hydrocarbon gas and oxygen content and, where appropriate, the inert gas pressure should be lowered to reduce the possibility of any inter-tank leakage. Notwithstanding this precaution, personnel should remain alert to the possibility of leakage of hydrocarbon gas from adjacent spaces or from pipelines running through the tank.

    Control of Entry into Enclosed Spaces

    It is the responsibility of the Company to establish procedures for safe entry of personnel into enclosed spaces. The process of requesting, raising, issuing and documenting permits to enter into an enclosed space should be controlled by procedures in the ship’s Safety Management System (SMS). It is the Master’s responsibility to ensure that the established procedures for entry into an enclosed space are implemented.

    The Master and Responsible Officer are responsible for determining whether entry into an enclosed space may be permitted. It is the duty of the Responsible Officer to ensure:

    •  That the space is ventilated.
    •  That the atmosphere in the compartment is tested and found satisfactory.
    •  That safeguards are in place to protect personnel from the hazards that are identified.
    •  That appropriate means for controlling entry are in place.

    Personnel carrying out work in an enclosed space are responsible for following the procedures and for using the safety equipment specified.

    Prior to entry into an enclosed space, a risk assessment should be completed to identify the potential hazards and to determine the safeguards to be adopted. The resulting safe working practice should be documented and approved by the Responsible Officer before being countersigned by the Master, who confirms that the practice is safe and in compliance with the ship’s Safety Management System. The permit, or other enabling document, should be sighted and completed by the person entering the space, prior to entry.

    The controls required for safe entry vary with the task being performed and the potential hazards identified during the risk assessment. However, in most cases, an Entry Permit System will provide a convenient and effective means of ensuring and documenting that essential precautions have been taken and, where necessary, that physical safeguards have been put in place. The adoption of an Entry Permit System, which may include the use of a check-list, is therefore recommended.

    Permission to continue work should only be given for a period sufficient to complete the task. Under no circumstances should the period exceed one day.

    A copy of the permit should be prominently displayed at the entrance to the space to inform personnel of the precautions to be taken when entering the space and of any restrictions placed upon the activities permitted within the space.

     The permit should be rendered invalid if ventilation of the space stops or if any of the conditions noted in the check-list change.

     Restricting the issue of approvals, such as entry permits, so that all cargo tanks which are safe to enter are shown on one document, may be found to simplify the paper administration, avoid overlapping and reduce the possibility of confusion as to which approval applies to which tank. However, if such a system is used, there must be rigorous control to ensure cancellation of existing permits, and that the atmospheres of all named tanks are correctly tested at the time of issue so that an effective extension of a period of validity does not occur by default. It will be particularly important to ensure that the permit process is supplemented by the marking of tank lids with notices indicating which tanks are safe to enter.

    Inspection of cargo tanks after cleaning and before loading can require an independent surveyor to enter the tank. All relevant tank entry procedures must be observed.

    Safeguards for Enclosed Space Entry

     Before allowing access to the space, the Responsible Officer should ensure that:

    • Appropriate atmosphere checks have been carried out.
    • Piping, inert gas and ventilation systems have been isolated.
    • Effective ventilation will be maintained continuously while the enclosed space is occupied.
    • Fixed lighting, such as air-turbo lights, are ready for extended entry periods.
    • Approved self-contained, positive pressure breathing apparatus and resuscitation equipment is ready for use at the entrance to the space.
    • A rescue harness, complete with lifeline, is ready for immediate use at the entrance to the space.
    • A fully charged approved safety torch is ready for immediate use at the entrance to the space.
    • A responsible member of the crew is in constant attendance outside the enclosed space, in the immediate vicinity of the entrance and in direct contact with the Responsible Officer.
    • All persons involved in the operation should be trained in the actions to be taken in the event of an emergency.
    • Lines of communications have been clearly established and are understood by all concerned.
    • Names and times of entry will be recorded and monitored by personnel outside the space.

    The personnel undertaking the task should ensure that such safeguards are put into effect prior to entering the space.

    The personal protective equipment to be used by people entering the space must be prescribed. The following items should be considered:

    •   Protective clothing including work clothing or protective suits, safety boots, safety helmet, gloves and safety glasses.
    •   For large spaces, or where climbing access will be undertaken, the wearing of safety harnesses may also be appropriate.
    •   Approved safety torches.
    •   Approved UHF radio.
    •   Personal gas detector or an area gas detector and alarm.
    •   Emergency Escape Breathing Device(s).

    Evacuation from Enclosed Spaces

    If any of the conditions that are stated on the permit for entering the space change, or the conditions in the space are suspected of becoming unsafe after personnel have entered the space, personnel should be ordered to leave the space immediately and not be permitted to re-enter until the situation has been re-evaluated and the safe conditions stated on the permit have been restored.

    Sample of Enclose Space Entry:

     

    You can read more by following the below link:

    • http://www.westpandi.com/Publications/News/Archive/IMO—Revised-Recommendations-for-Entering-Enclosed-Spaces-aboard-Ships/
    • http://www.standard-club.com/media/24153/AMastersGuidetoEnclosedSpaceEntry.pdf

LNG SHIPS

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By F. R. Chowdhury

images
Image Credit: Liquefied Gas Carrier.com

Properties of LNG:

LNG is actually METHANE. Purity of cargoes ranges from 67% to 99.5%, according to geographical location. Impurities consist mainly of Ethane and Propane. LNG is:
Non – toxic
Non – corrosive
Colourless
Odourless
In its gaseous form it is lighter than air. Its ratio of volume as liquid to gas is 1:600.

Lower flammable limit is approx. 4% in air. Upper flammable limit is approx. 14% in air. There is no LEL or UEL as such because there is no explosive effect upon ignition at any concentration. Auto ignition temperature is approx. 585° C and there is therefore little chance of ignition from engine or boiler exhausts. Methane has a slow travelling flame front and can be effectively extinguished with dry powder. Ship superstructure or other vulnerable areas may be protected by water spray, which imparts heat to the vapour cloud, resulting in immediate upward evaporation. CO2 injection firefighting systems are not fitted due to the possibility of ignition by static electricity being generated.

Because it is odourless and colourless it presents additional dangers to ships crew who may be unaware of system leaks. An odour is given to the gas prior to domestic distribution to enable detection by smell. This process is known as “stenching”.

Containment Systems / Ship Types:

There are basically two types of tank construction in current use. They are the MOSS ROSENBURG and MEMBRANE systems. In both cases the containment system is designed to serve two purposes:

• To contain LNG cargo at cryogenic temperature (-160 degree C);
• To insulate the cargo from hull structure.

The MOSS – ROSENBURG system comprises usually of four aluminium alloy spherical tanks, the upper half of which protrude above the main deck. The tanks are connected to ship’s structure by a skirt extending downwards from the equator of the tank into the hold space. Insulation is applied around the spherical tank and is backed by aluminium foil, which forms a spray shield in case of leakage. Accumulated leakages may be collected in a simple drip tray arrangement below the tank, designed to protect the structure below from excessive cooling. Minor leakage would flash off rather than form any significant pool. Tank thickness ranges from 30 – 50mm top to bottom but with a thickness of about 120mm at the equatorial ring. These tanks suffer relatively few structural problems. However MOSS ships require significant reinforcement of structure at sheer strakes and utilise a trunk deck construction at either side. In fact the hull construction is remarkably similar to a container ship in this regard, but with massive stiffening at the trunk deck. Severe rolling of the vessel is not unusual, especially in ballast condition. Numerous ballast tanks are fitted. A MOSS hull results in a higher GT compared to Membrane type ships. e.g. 120,000 compared to 92,000 GT.

MEMBRANE tanks vary in design according to manufacturer but all designs follow similar basic principles of construction. There is a primary barrier made of “Invar” or stainless steel, which forms the cargo tank surface. This is 0.7 or 1.2 mm thick, depending on design, and is backed by insulation blocks of approx. 250mm thickness. A secondary barrier sits behind this, made of Invar or Triplex (Aluminium / Glass fibre cloth composite), again depending on design. The secondary barrier is backed by more insulation, which directly sits against the ship’s hull structure.

The tank lining thus consists of two identical layers of membrane and insulation, so that in the event of any leak in the primary barrier, the cargo is contained by the secondary barrier. The secondary barrier is only designed to contain any envisaged leakage of cargo for a maximum period of 15 days (IGC Chapter IV/ 4.7.4). This system ensures that all the hydrostatic loads of the cargo are transmitted through the membranes and insulation to the inner hull plating of the ship.

MEMBRANE ships are prone to sloshing damage at certain loaded conditions. As a result, insulation boxes and adjacent cofferdam structures have been reinforced on ships built 2003 onwards. Loading was previously prohibited between 10% of tank length (expressed as a height of the tank) and 80% tank height. Later ships are now restricted loading between 10%L and 70%. This small improvement allows all four tanks to comply with restrictions on loading height by simple transfer of cargo for any tank condition.

A large amount of high tensile steel is used in construction of LNG ships. The current ceiling on ship capacity (approx. 140,000 cu.m) is the result of Japan, the major gas importer to date, imposing a 105,000 dwt limit on ships entering its ports. With expanding markets, ships up to 216,000 cu.m are planned.

Ship operations:

Where a tanker has been designed specifically to carry fully refrigerated Ethylene (boiling point at atmospheric pressure of -104 degree C) or LNG (atmospheric boiling point -162 degree C) nickel-alloyed steel, stainless steel (such as Invar) or aluminum must be used as tank construction material.

LNG is loaded at a temperature of –162° C and at atmospheric pressure. Tank pressures are maintained at slight positive pressure but below 230 mbar (Cargo tank relief valve setting). A small percentage of the cargo boils off over the voyage (can be as low as 0.15% of the cargo per day) and this is normally burnt in the ship’s boilers, generating steam for use in the steam turbine propulsion plant. Because of the boil-off occurring, Administrations may allow filling up to 99.5% of tank volume instead of the 98% stipulated maximum. This is not normally a problem for “Moss” ships due to their spherical tank construction and highly accurate measurement due to the shape of the tank. “Membrane” ships with their flat topped cargo tanks may not be so accurately measured for certain ship conditions of list and trim.

All ships are fitted with a Nitrogen generator for inerting pipes, void spaces and membrane spaces as necessary. (Safety note: Asphyxiation by nitrogen is swift, due to there being no CO2 present in the lungs. There is no stimulus to breathe and you simply drop dead). In the case of membrane ships, a traditional inert gas generator is not required due to the nature of operations and construction. Moss ships require an inert gas generator to flood the hold spaces surrounding the spherical tanks in case of gas detection only. Otherwise these spaces may be filled with dry air.
Relief valves are fitted not only to cargo tanks and membrane spaces, but also to all liquid lines between isolating valves. Consequently, surveyors might require a sample test only of relief valve operation.

Cargo discharge is by submerged electric motor driven centrifugal pump, two per tank each rated at 1700 cu.m/hr.

Cargo boil-off is initially controlled by the thickness of insulation that is fitted to the tank. The required thickness is affected by the calculated amount of boil off required for propulsion. The ship is usually employed on the same route for life and so the boil off may be determined by the owner/charterer as a trade off between anticipated price of LNG and fuel oil and also earning capacity of the ship by comparing % boil-off to cargo delivered. (Less insulation means more cargo capacity but also more cargo lost by boil-off). The Charterer will daily instruct the ship to burn LNG or fuel oil, depending on current or anticipated market prices. Ultimately, minimum insulation thickness is determined by IGC Code requirements, which are designed to protect the ship’s structure from excessively low temperatures. Ships are fitted with regasification plant to generate more gas for propulsion, in the event of boil-off being insufficient.

Boil-off cannot simply be vented in case of overpressure. IGC Code requires that this ozone depleting substance be dealt with at all times. In case of boil-off being in excess of propulsion requirements, the usual method is to simply generate and dump steam to the condenser. Dual fuel diesel engine technology has arrived and it is likely to become more popular. It is also now economically feasible to reliquify the gas on board and return it to the cargo tanks. This raises questions on dealing with excess boil-off in case of non-propulsion or reliquifaction plant breakdown. (At a cost of $10,000,000 it is likely that only one will be fitted per ship). An answer has been offered by industry in the form of an LNG burner that simply burns the gas to atmosphere. They are known by several fancy names, principally to disguise the fact of their wasteful purpose. A design for a 210,000 cu.m ship has a 6m diameter flue!

A question over allowable maximum tank filling also arises due to possibility of no boil-off. (Value of LNG cargoes is rising rapidly and may outstrip fuel oil prices – LNG might not be used for propulsion). The possibility of returning liquefied gas to an already full tank should also be considered.

LNG overflowing from a mast riser can easily crack deck plating. Although it can be demonstrated that LNG spilt onto steel plate will not cause cracking, actual cases have shown that deck plating can and will crack due to inherent stresses generated by fabrication of the hull and/or ship in loaded or ballast condition. In the case shown on the LNG course, multiple cracks propagated completely through under-deck stiffeners.

Statutory considerations:

LNG ships are often built to USCG rules (CFR) in addition to IMO/IGC Code requirements in order to trade to US. All ships have instrumentation in excess of statutory requirements and failure of one instrument will not usually render the ship non-compliant.

LNG ships are traditionally drydocked at 30 month intervals, at which time instrumentation is overhauled by requirement of the shore terminals. Instrumentation includes the Custody Transfer System (CTS); a computerised monitoring system, which enables monitoring of the ship condition by the shore facility, with Emergency Shut Down of ship cargo operations being possible from ashore also. CTS are not a statutory or class requirement.

With markets changing, it is anticipated that owners operating particularly in the spot market may object to taking their ships out of service when an in-water survey might possibly suffice. It is therefore expected that pressure to have in-water surveys carried out at intermediate surveys will be forthcoming. Currently Class intermediate surveys are required to be carried out while the ship is gas-free and ships are usually in drydock as a consequence of shore terminals requirements stated above.

The expected expansion in the LNG fleet will require 5000 additional crew with relevant STCW endorsements. Also of concern is the emergence of new technology. Gas turbines are expected to become increasingly used in LPG ships and the question was asked, “What will Flag States require by way of training” for new technology such as this?

LNG ships are known to be positioning themselves to take advantage of possible spot cargoes, and switching off AIS to maintain their commercial advantage.

Prior to delivery, LNG ships have functional gas trials carried out with a usually small partial load in order to prove satisfactory operation of cargo systems and instrumentation.

Upon delivery, newly built LNG ships have three IGC Code items outstanding:

• Initial loading
• Initial discharge
• Cold spot inspection

One IACS Society has stated that these three items may be considered to be completed during gas trials. Other member societies disagree with this view and an IACS UI (unified interpretation) is under consideration. Some ships carry out gas trials fully loaded but it is important that the cold spot inspection is not carried out before the thermal inertia of the insulation has been overcome.

Some gas leakage into the space behind the primary membrane is allowable. The alarm level to be set at 30% LFL or up to 30% by volume, (well above the flammable range) depending upon the type of containment system fitted. The wide range of allowable limits is principally because early containment systems leaked anyway! Leakages into the space are normally purged with nitrogen and are not perceived to be a real danger to the ship.

The first Gas Code for existing ships was retrospectively written and applies to ships pre 1975. The next Gas Code applies to ships 75-85 and the current IGC Code applies to ships ‘86 onwards.

Ship systems and design are rapidly changing and the current IGC Code is out of touch with developments in some areas. Consequently LR is adopting a risk-based approach for some new designs and have already applied risk based analysis to gas turbine and dual fuel technology in the absence of existing regulations.

Future developments:

Future developments include “Gas to Liquid” conversion of LNG to pure diesel oil, naptha etc. This is a chemical process.

Shipping developments include proposed Compressed Natural Gas Ships (Cargo 70-80 bar pressure), Compressed LPG Ships (cargo at up to 250 bar pressure) and “Gas to wire” offshore generating stations, which may be classed and registered in the same way as FPSO vessels currently are.

LNG Course:

Operation of Liquefied Gas Carriers involves potential hazards. Training in emergency procedures and use of special emergency equipment must be given to crew. The technical complexity of design, construction, operation and maintenance require good training. The training must help in understanding of LNG ship technology and ship operations including considerations for loading in excess of 98%.

STCW training & endorsement:

Regulation V/1-2 states: Officers and ratings assigned specific duties and responsibilities related to cargo or cargo equipment on liquefied gas tankers shall hold a “Certificate in Basic Training for liquefied gas tanker cargo operations”.

This basic certificate may be obtained either by completing at least three months service on a liquefied gas tanker followed by successful assessment of competence meeting the requirements of Code A-V/1-2 paragraph 1. Or by having successfully completed an approved course of training meeting the same requirements (A-V/1-2, paragraph 1).

Management level officers and any person with immediate responsibility for loading, discharging, care in transit, handling of cargo, tank cleaning or other cargo related operations on liquefied gas tankers shall successfully complete an approved advance training for liquefied gas tanker cargo operations and complete a minimum period of three months service on a liquefied gas tanker in a supervised capacity (other than management level).

Administration shall issue Certificate of Proficiency to those who meet the requirements for certification under both categories.

[Please note this article does not meet any training requirement. This article merely presents an outline/ introduction of LNG ships for basic knowledge.]

THE ORIGIN OF SHIPPING & INSURANCE

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By F. R. Chowdhury

Shipping is one of the oldest businesses in the world. Risk management and insurance is also equally old business. They are closely linked with one another. In fact the development of insurance took place in support of the shipping industry.

In the early days the ship-owner, trader and ship-captain was a single entity. A rich influential person got a ship built, procured some commodity that is readily available in his area and then sailed to another place for business. He would normally barter the goods in exchange of commodity available in the new land. Gradually gold and then coins and currency became medium of exchange. Fortune favours the brave. The pioneer in shipping gradually became a rich man. He was not anymore ready to undergo all the rolling and pitching at sea. He employed a trusted man as the captain of his ship. He still remained owner of the ship and the cargo. However, those days with no radio telecommunication there was no way for him to know anything until the ship was sighted on the horizon again. Some time the ship was never seen again – either lost at sea or hijacked by pirates.

Another businessman came with a bright idea. He agreed to share the risk in exchange of a token payment. Because he shared similar risks with few other ship-owners, he managed to keep the premium low and thereby flourished his business. This is how the concept of hull insurance took birth in this world. However, it was also necessary to know “how good the ship is and the risk it represents”. This we will deal at a later stage.
With the passage of time more changes took place. The ship-owner was no more the cargo owner. The ship-owner placed a ship and accepted cargoes from different traders. The cargo owners also looked for similar security and there came the concept of cargo insurance.

Hundreds of years later the ship-owners came across claims from others for damages caused by way of the operation of the ship. Sometime the claim was too big to handle by a single ship-owner. The ship-owners got together and created common fund to protect themselves from such claims. This became the eventual protection and indemnity insurance. Because of being mutual in nature, they were called P&I clubs.

An important group of organizations that exert considerable influence on the design, construction, equipment and safety of ships are Classification Societies. Classification is defined as “a division by groups in order of merit” – and this was what was precisely attempted in the early days of ship classification. It was done for the benefit of ship-owners, cargo owners and underwriters in order to ascertain the risk a particular ship represented. The origin of classification is linked with the name Lloyd, and we shall discuss the history.

It was customary in the seventeenth and eighteenth centuries for merchants, shippers and underwriters to meet in tea shops/ coffee houses in London to discuss business. Ship lists were circulated in these establishments, which contained information concerning ships; and these lists were particularly helpful in providing underwriters with information concerning the degree of risk involved in insuring the ships and their cargoes. Amongst these coffee houses was one owned by an enterprising man called Edward Lloyd. His coffee house was originally in Tower Street but he later moved to Lombard Street (I think there is now a branch of Sainsbury, supermarket chain stores located there). Lloyd provided a list or bulletin about ships as far back as 1702 and after being withdrawn for a time it was issued again in 1734 and has continued to be published the present day as Lloyd’s List (perhaps the oldest newspaper being published today). It is still published but only the electronic version. The last printed issue was published 19th December, 2013.

Another interesting development in shipping took place when the housewives of Bristol area approached their MP Samuel Plimsol to do something in the parliament to save seafarers’ lives from the greedy ship-owners who would load the ship with cargo to such an extent that ships could not remain afloat at sea. The first load line (1876) act was named after the MP as Plimsol Mark Act.
One of the most remarkable improvements to safety came through radio-communication by Marconi. He was an Italian but developed his first radio transmission and reception facility in the UK in 1897 on a boat called “Electra” given to him by British government.

As time went on, the provisions relating to information about ships got more formalized and eventually a Register was published. Today this register is number one reference for shipbrokers, charterers and others keen to know about the status/ condition of the ship. Originally business of classifying ships and insuring them went under the same roof but eventually the two activities became completely separate. Both activities took the name of the coffee house proprietor. The Classification side took the name Lloyd’s Register of Shipping (the oldest classification society). Founded in 1760 to examine merchant ships and classify them according to their condition, today the organization’s expertise and activities extend far wider than shipping field – shore based industries including steel mills and oil refineries, offshore explorations and installations. Today Lloyd’s Register is an independent authority, non-profit making, and relying entirely on fees charged for surveys and other services rendered. It is controlled by a Committee representing ship-owners, ship and engine builders, the Institute of London Underwriters, the Royal Institute of Naval Architects and Shipbuilders. The national committees also include similar national bodies.

Other classification societies also follow the pattern set by LR. They are like independent standard institutes having common rules. A ship or an installation remains classed so long it meets the standard. Because they operate without any bias, they are equally trusted by ship-owners, traders, underwriters and even national administrations who delegate lot of statutory survey and certification to them. However, it must be understood that functions may be delegated to classification societies but administration as Party State shall always bear the responsibility.

We shall now discuss a very important aspect of shipping and insurance. It is to be noted that early shipping, insurance and classification developed on its own without any legal constrains. Those days there were no national or international laws governing those activities. They were self regulatory and it worked wonderfully well. By making necessary Act of Parliament, the British Government formally legitimised the working of Lloyds. This is why London still remains the centre for resolution of most of the legal disputes and arbitration. With the development of time shipping became the most international business in the world becoming subject to international conventions and protocols. Most of the early conventions were drafted by CMI and adopted through diplomatic conference called by a lead nation. After the World War II and development of the UN network, most of the maritime conventions are adopted through a number of UN agencies such as UNCTAD, UNCITRAL, ITU, ILO and IMO. Today the International Maritime Organization (IMO), a specialised agency of the UN is the international guardian of safety and security of operation of ships and protection of the marine environment. However, neither the UN nor any of its agencies can enforce the international standards to ships around the word. This aspect is left with sovereign nations. It is the duty of the Party States to transpose the provisions of international conventions into national legislation and enforce them over own ships (wherever they may be) and other ships within their jurisdiction. This measure is known as Flag State and Port State jurisdiction.

Now we shall discuss a little about development of port facilities. Remember, in the early part of this paper we said about some of the ships never returning back to owners. They either went down due to perils of the sea or taken over by pirates. So, port facilities needed to provide shelter from both weather and pirates. However, it was not necessary to go far inland as pirates would not chase that far being mindful of their return journey. Ports were based on hinterland – either in proximity of raw materials or in proximity of large population to deliver the consumer goods. Natural locations were sheltered basins or mouth of the river going to sea. Port facilities would normally develop a few miles up-stream where depth of water still sufficient to navigate safely. Immediately after that there would be evidently a bridge across the river to make it a hub of trading activities. London, New York, Calcutta and Chittagong are examples of such ports. In today’s world of economy of scales, main line global operators have big ships touching key points around the world. So, port and transhipment facilities are developing in key junction points like Singapore, Hambantota (Sri Lanka) and Algeciras (Spain).

However, ports are not as well regulated as shipping is. There is no separate UN agency to deal exclusively with port matters. ILO and UNCTAD have developed a number of guidelines that are widely followed by sea-ports all over the world. Ports provide the shore based facilities that shipping requires to operate. This is why many international shipping regulations also extend over ports. All marine operations within the port areas have to comply with SOLAS and COLREG. In respect of protection of marine environment, ports have to meet the MARPOL requirements. In addition to national contingency plan for combating accidental pollution, ports are required to have their own contingency plans. Ports have to work hand in hand with maritime administration for compliance of ISPS Code. Handling of all dangerous goods within the port areas is done in conformity with IMDG Code. IMO has developed training standards for marine pilots (for handling ships within port areas) and IMO wants ports to have efficient VTS.

This is the summarised history of development of trade, shipping, ports, insurance and classification societies.

SURVEY, AUDIT & CERTIFICATION FOR SHIPS

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Compiled by F. R. Chowdhury

images Image Credit: ClassNK

1. Certificate of Survey:

– This is done on behalf of the Flag State prior to the registration of the vessel to establish the authenticity/ identity of the vessel and to ensure that particulars given/ obtained are correct.

2. Certificate of Registry: 

– This is the identity document of the ship. Issued by the Flag State Administration. It will contain the name of the ship, name and address of the Owners/ Bare-boat charterers, LR-FP Identity Number, Port of registry, dimensions and tonnage, IMO number, Call Sign and the Nine-digit Maritime Mobile Service Identity (MMSI), name of builder and year of build, type/class of ship, features like number of decks, bulkheads, masts, propellers and brief details of machinery and power. In some countries it may be necessary to record the name of the Chief Executive or other responsible person in the company who is to be contacted in an emergency. (The UN Convention on Registration of Ships 1986 (not yet in force) and UNCLOS-82 provide general guidance on this subject.)

3. Carving and Marking Note:

– Issued by the Flag State. This is signed and returned by the surveyor when he is satisfied that the vessel is marked accordingly (Guidance: Regulation XI-1/ 3 of SOLAS74).

4. International Tonnage Certificate:

– Issued under International Tonnage Convention 1969 (Article 7). Port dues, light dues, berth charges, pilotage etc, are normally charged on the basis of Gross Tonnage (GT) of the Ship.

– Issued under International Tonnage Convention 1969 (Article 7). Port dues, light dues, berth charges, pilotage etc, are normally charged on the basis of Gross Tonnage (GT) of the Ship.

– Ships passing through Suez and Panama are charged on the basis of respective Canal Tonnage Certificate. They have separate rules for measurement and the Classification Societies can provide with these certificates after necessary measurement and calculation.

Dead-weight of a ship, which is the difference between the loaded and light displacements, should not be confused with tonnage.

5. Anchor & Chain/ Cable Register :

– Ships shall carry on board certificate relating to

– Ships shall carry on board certificate relating to test of anchor and attached chain.

6. Plan Approval:

– For new building it is essential that plans are approved in advance so that post-building alterations can be avoided. For existing ships (changing flag), it is necessary to check and ensure that the design, features, material and construction of the vessel have not been altered or changed since the original approval of the plan and that the ship meets the construction requirements (SOLAS, MARPOL, LL) as applicable to an existing ship for the relevant period. The important elements are sub-division, structural fire protection and escape route.

It is now a requirement to mark ship’s plans and manuals with IMO number and to have “as built” plans available on the ship and the office during the life of the vessel.

SOLAS74 II-1 Part A-1 Regulation 3-1 requires ships to be designed, constructed and maintained in compliance with structural, mechanical and electrical requirements of a recognized classification society.

7. International Load Line Certificate:

– Issued under International Load Line Convention 1966 (as amended by the Protocol of 1988) and applies to ships of 24 meters or more in length.

– Issued under International Load Line Convention 1966 (as amended by the Protocol of 1988) and applies to ships of 24 meters or more in length. Basically it is a measure to prevent over-loading of ships which otherwise endangers lives of the seafarers. There are six essential ingredients – 1) Strength of hull 2) Watertight integrity 3) Stability 4) Mandatory freeboard 5) Freeing ports and 6) Crew protection.

Certificates are issued for five years subject to annual and intermediate Inspection

A freeboard report will be attached. Record of particulars relating to Conditions of Assignment shall be issued. There shall be also an Intact Stability booklet.

(Damage Stability is covered by SOLAS).

8. Passenger Ship Safety Certificate

– Issued in compliance with SOLAS74 and Protocol 88 Reg. I/12. It combines the relevant requirements of SOLAS chapters II-1, II-2, III, IV and V and any other relevant requirements of the present regulations The certificate is valid for one year.

– Issued in compliance with SOLAS74 and Protocol 88 Reg. I/12. It combines the relevant requirements of SOLAS chapters II-1, II-2, III, IV and V and any other relevant requirements of the present regulations The certificate is valid for one year.

A Record of equipment for Passenger Ship Safety Certificate shall be attached.

9. Cargo Ship Safety Construction Certificate:

– Issued under SOLAS74 to ships of 500gt and over which meet the criteria outlined in Chapter II (other than those relating to fire safety systems and appliances and fire control plans) such as Structural Fire Protection, Double bottom,

– Issued under SOLAS74 to ships of 500gt and over which meet the criteria outlined in Chapter II (other than those relating to fire safety systems and appliances and fire control plans) such as Structural Fire Protection, Double bottom, Sub-division and Stability, W/T doors, Means of going astern, Steering, Pumping, Emergency lighting, light and Sound Signals etc. The Certificate is of 5 years duration with requirement for intermediate and annual endorsements. Cargo ships are required to be dry-docked twice in any five-year period so that intermediate survey coincides with the second or third annual survey when the vessel is at the dock.

10. Cargo Ship Safety Equipment Certificate

– The survey leading to the issue of this certificate takes into account life saving and fire extinguishing appliances including fire detection and alarm, navigation equipment and publication, sound, light and distress signals, pilot ladder etc. Issued under SOLAS 74 the certificate used to be valid for 2 years but now under HSSC Protocol 88 it is issued for 5 years with provision for annual / intermediate survey.

A Record of Safety Equipment shall be attached to the Certificate.

11. Cargo Ship Safety Radio Certificate

– The survey leading to the issue of this Certificate to ships 300 GT and over will take into account

– The survey leading to the issue of this Certificate to ships 300 GT and over will take into account radio-communication and radio emergency / distress equipment. GMDSS requirement for unlimited voyages (covering areas A3 and A4) will involve a combination of at least two methods such as Duplication of equipment, shore-based maintenance (by contract) or at sea electronic maintenance capability (by having a qualified Radio-electronic Officer). Issued under SOLAS 74 the certificate used to be valid for one year but now under HSSC Protocol 88 it is issued for 5 years with provision for periodical inspection.

A Record of Safety Radio Equipment shall be attached to the Certificate.

12. Document of Authorization for Carriage of Grain:

– The document issued under SOLAS74 Reg. VI/9, MSC Resolution 23 (59) and Sec 3 of the International Code for the Safe Carriage of Grain in Bulk and shall accompany the Grain Loading Manual.

– The document issued under SOLAS74 Reg. VI/9, MSC Resolution 23 (59) and Sec 3 of the International Code for the Safe Carriage of Grain in Bulk and shall accompany the Grain Loading Manual.

13. Document of Compliance for the carriage of Solid Bulk Cargoes:

– Issued in compliance with International Maritime Sold Bulk Cargo Code (IMSB Code) and MSC 268(85). There shall be loading and unloading plan.

– Issued in compliance with International Maritime Sold Bulk Cargo Code (IMSB Code) and MSC 268(85). There shall be loading and unloading plan.

14. Bulk Carrier Booklet:

– To enable to Master to prevent excessive stress to the ship’s structure during loading and unloading of solid bulk cargoes, a booklet shall be provided as referred to in SOLAS Reg. VI/7 and the booklet shall be endorsed by the Administration or on its behalf to indicate that SOLAS regulations XII/4, 5, 6 and 7, as appropriate, are complied with. As an alternative to a separate booklet, the required information may be contained in the intact stability booklet.

15. Code of Safe Practice for Carrying Timber as Deck Cargo:

– This certification is done in compliance with 2011 TDC Code.

16. Document of Compliance for ships carrying Dangerous Goods (Packaged/ IMDG):

– Issued in compliance with SOLAS74 Reg. II-2/19 showing compartments and classes of cargoes.

– Issued in compliance with SOLAS74 Reg. II-2/19 showing compartments and classes of cargoes.

17. Dangerous Goods Manifest & Stowage Plan:

– Each ship carrying dangerous goods shall have a special list or manifest setting forth, in accordance with the classification set out in regulation VII/2, the dangerous goods on board and the location thereof. A copy of such list / manifest or stowage plan shall be made available to port state authority prior to proceeding to sea (SOLAS VII/5 (5)) and MARPOL 73/74 Annex III reg. 4) so that in

– Each ship carrying dangerous goods shall have a special list or manifest setting forth, in accordance with the classification set out in regulation VII/2, the dangerous goods on board and the location thereof. A copy of such list / manifest or stowage plan shall be made available to port state authority prior to proceeding to sea (SOLAS VII/5 (5)) and MARPOL 73/74 Annex III reg. 4) so that in

– Each ship carrying dangerous goods shall have a special list or manifest setting forth, in accordance with the classification set out in regulation VII/2, the dangerous goods on board and the location thereof. A copy of such list / manifest or stowage plan shall be made available to port state authority prior to proceeding to sea (SOLAS VII/5 (5)) and MARPOL 73/74 Annex III reg. 4) so that in case of an accident an immediate risk assessment can be made.

18. Cargo Securing Manual:

– Required in compliance with SOLAS74 Reg. VI/5, VII/5 and MSC.1/Circ.1353/Rev.1; and need to be approved.

– Required in compliance with SOLAS74 Reg. VI/5, VII/5 and MSC.1/Circ.1353/Rev.1; and need to be approved.

19. Stability Information Booklet:

– Master of every passenger ship (regardless of size) and every cargo ship of 24 meters and over shall be supplied with an approved stability Booklet containing such information as is necessary to enable, by rapid and simple procedures, to obtain guidance on ships range of stability under various loading conditions. (Ref: SOLAS 74 Reg. II – 1/22 and II – 1/25-8; LL Protocol 88 Reg. 10).

20. Damage Control Booklets:

– On passenger and cargo ships, there shall be permanently exhibited plans showing clearly for each deck and hold the boundaries of the watertight compartments, the opening therein with means of closure and position of any controls thereof, and the arrangements for the correction of any list due to flooding. Booklets containing the aforementioned information shall be made available to the officers (Bridge and Engine room) of the ship. (Ref: SOLAS 74 Reg. II-1/23, 23-1 and 25-8).

– On passenger and cargo ships, there shall be permanently exhibited plans showing clearly for each deck and hold the boundaries of the watertight compartments, the opening therein with means of closure and position of any controls thereof, and the arrangements for the correction of any list due to flooding. Booklets containing the aforementioned information shall be made available to the officers (Bridge and Engine room) of the ship. (Ref: SOLAS 74 Reg. II-1/23, 23-1 and 25-8).

21. Certificate of Fitness for Carriage of Dangerous Chemicals in Bulk:

– A certificate called a Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, the model form of which is set out in the appendix to the Bulk Chemical Code, should be issued after an initial or periodical survey to a chemical tanker engaged in international voyages which complies with the relevant requirements of the Code. The Code is mandatory under Annex II of MARPOL 73/78 for chemical tankers constructed before 1 July 1986. (BCH Code, section 1.6; BCH Code as modified by resolution MSC.18(58) section 1.6).

22. International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk:

– A certificate called an International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, the model form of which is set out in the appendix to the International Bulk Chemical Code (IBC Code), should be issued after an initial or periodical survey to a chemical tanker engaged in international voyages which complies with the relevant requirements of the Code. The Code is mandatory under both chapter VII of SOLAS 1974 and Annex II of MARPOL 73/78 for chemical tankers constructed on or after 1 July 1986. (IBC Code, section 1.5; IBC Code as modified by resolutions MSC.16(58) and MEPC.40(29), section 1.5).

23. Certificate of Fitness for the Carriage of Liquefied Gases in Bulk:

– A certificate called a Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, the model form of which is set out in the appendix to the Gas Carrier Code, should be issued after an initial or periodical survey to a gas carrier which complies with the relevant requirements of the Code (GC Code, section 1.6). Certificate of Fitness for the Carriage of Liquefied Gases in Bulk is issued to Liquefied Gas Carriers built before 01-July-1986.

– A certificate called a Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, the model form of which is set out in the appendix to the Gas Carrier Code, should be issued after an initial or periodical survey to a gas carrier which complies with the relevant requirements of the Code (GC Code, section 1.6). Certificate of Fitness for the Carriage of Liquefied Gases in Bulk is issued to Liquefied Gas Carriers built before 01-July-1986.

24. International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk:

– A certificate called an International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, the model form of which is set out in the appendix to the International Gas Carrier Code, should be issued after an initial or periodical survey to a gas carrier which complies with the relevant requirements of the Code. The Code is mandatory under chapter VII of SOLAS 1974 for gas carriers constructed on or after 1 July 1986 (IGC Code, section 1.5; IGC Code as modified by resolution MSC.17 (58), section 1.5).

– A certificate called an International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, the model form of which is set out in the appendix to the International Gas Carrier Code, should be issued after an initial or periodical survey to a gas carrier which complies with the relevant requirements of the Code. The Code is mandatory under chapter VII of SOLAS 1974 for gas carriers constructed on or after 1 July 1986 (IGC Code, section 1.5; IGC Code as modified by resolution MSC.17 (58), section 1.5).

25. Corrosion Prevention of Seawater Ballast tanks:

– Applies to oil tankers and bulk carriers (II-1 Part A-1, Reg. 3-2 of SOLAS74) built on or after 01 July 1998 and requires approval by or on behalf of the Administration. Guidelines are given in MSC.1/Cir.1330.

26. International Oil Pollution Prevention (IOPP) Certificate:

– Issued in compliance with Reg. 5 of Annex I of MARPOL 73/78 to tankers of 150 gt and above and other ships of 400 gt and above. The IOPP Certificate is of 5 years duration with provision for annual inspection and an intermediate survey coinciding with second or third annual survey.

The Certificate is supplemented by a Record of Construction and Equipment for ships other than Oil Tankers (Form A) or a Record of Construction & Equipment for Oil Tankers (Form B).

27. AFS Certificate or AFS Statement of Compliance or AFS Declaration: Ships (24 meters or more in length or 400 GT and above) will be required to carry one of the above documents (in compliance with the provisions of the International Convention on the Control of Harmful Anti-Fouling System, 2001).

28. International Pollution Prevention Certificate for Carriage of Noxious Liquid Substance in Bulk (INLS):

– Issued to ships carrying in bulk noxious liquid substances or un-assessed liquid substances under MARPOL 73/78 Annex – II Reg. 12 and 12a (unless holding a Certificate of Fitness as a Chemical Tanker). A Certificate of Fitness for Carriage of Dangerous Chemicals in Bulk under IBC code shall have the same recognition as the INLS Certificate. Both will contain the list of cargo the ship is allowed to carry.

– Issued to ships carrying in bulk noxious liquid substances or un-assessed liquid substances under MARPOL 73/78 Annex – II Reg. 12 and 12a (unless holding a Certificate of Fitness as a Chemical Tanker). A Certificate of Fitness for Carriage of Dangerous Chemicals in Bulk under IBC code shall have the same recognition as the INLS Certificate. Both will contain the list of cargo the ship is allowed to carry.

29. International Sewage Pollution Prevention Certificate:

– Certificate of Compliance: Prevention of Pollution by Sewage: An International Sewage Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 4 of Annex IV of MARPOL 73/78, to any ship which is required to comply with the provisions of that Annex and is engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention (MARPOL 73/78, Annex IV, regulation 5; MEPC/Circ.408).

– Certificate of Compliance: Prevention of Pollution by Sewage: An International Sewage Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 4 of Annex IV of MARPOL 73/78, to any ship which is required to comply with the provisions of that Annex and is engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention (MARPOL 73/78, Annex IV, regulation 5; MEPC/Circ.408).

30. Garbage Management Plan:

– Under MARPOL 73/78 Annex V Reg. 9, every ship 400 GT and above and every ship that is certified to carry 15 persons or more shall carry a garbage management plan that the crew shall follow. The ship shall also be provided with a Garbage Record Book.

31. International Air Pollution Prevention Certificate:

– Protocol relating to Annex VI to MARPOL – 73/78 on Prevention of Air Pollution from ships has been adopted in 1997. The Protocol requires diesel engines with more power than 130 kW on ships built after 01 January 2000 and incinerators on board ships to comply with the limits set for emission of Nitrogen Oxide and to be certified as per the requirement of Reg. 13 of the annex.

– Protocol relating to Annex VI to MARPOL – 73/78 on Prevention of Air Pollution from ships has been adopted in 1997. The Protocol requires diesel engines with more power than 130 kW on ships built after 01 January 2000 and incinerators on board ships to comply with the limits set for emission of Nitrogen Oxide and to be certified as per the requirement of Reg. 13 of the annex.

Protocol relating to Annex VI to MARPOL – 73/78 and certification of duel fuel engines under NOx Technical Code 2008 has been amended by MEPC.251 (66) and will be in force from 1st September 2015.

The Protocol also prescribes regulation for capping of Sulphur in bunker and emission of Sulphur Oxide in Emission Control Areas. Annex VI also lays the time table for phasing out the use of Halon and CFC.

For each fuel oil to be used on board a bunker delivery note has to be kept on board for at least 3 years and a representative sample of the bunkered fuel oil must be retained under the ship’s control until the fuel oil is substantially consumed, but in any case not less than 12 months. The representative sample of fuel oil must be sealed and signed by the supplier of the fuel oil and the master of the ship.

Every ship of 400 GT and above and every fixed and floating drilling rig and other platforms shall be surveys and issued with International Air Pollution and Prevention Certificate (IAPP).

Every ship of 400 gross tonnage, when Reg. 19 of this annex VI applies will also be surveyed and certified for International Energy Efficiency Certificate (IEE) after confirming that a ship specific Ship Energy Efficiency Management Plan (SEEMP) is available onboard as per Reg. 22 of this annex.

32. Ship Oil Pollution Emergency Plan (SOPEP):

– Required to be approved for tankers 150 GT & other ships 400 GT and over under MARPOL 73/78 Annex – 1 Reg. 37. (Guidelines – MEPC 54 (32) as amended by resolution MEPC.86 (44)). SOPEP forms a part of the SMS.

33. Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances (SMPEP)

– From 01 January 2003 under MARPOL 73/78 Annex II, Reg. 17 every ship of 150 GT and above certified to carry noxious liquid substances in bulk shall carry on board approved marine pollution emergency plan (SMPEP) for noxious liquid substances. This may be a combined document with SOPEP complying with the requirements of resolution MEPC.85 (44), as amended by resolution MEPC.137 (53).This forms a part of the SMS.

34. Procedure & Arrangements Manual

– Every ship certified to carry noxious liquid substances in bulk (MARPOL Annex-II Reg. 14) should have on board approved P&A manual.

35. Cargo Record Book

– Required under MARPOL 73/78 Reg. II/15.

36. Oil Record Book

– Required under MARPOL73/78 Annex I Reg. 17 & 36; Part I for Machinery (tankers 150 GT and above; and other vessels 400 GT and above) and Part II for cargo / ballast operation (tankers only 150 GT and above).

37. Record of Oil discharge monitoring and control system for Ballast Voyage (ODME):
Subject to provisions of paragraphs 4 and of Reg. 3 of Annex I of MARPOL 73/78 every oil tanker of 150 GT and above shall be fitted with approved oil discharge monitoring and control system. The system shall be fitted with a recording device to provide a continuous record of discharge in liter per nautical mile and total quantity discharged, or the oil content and rate of discharge. The record shall be identifiable as to time and date and be kept for at least 3 years.

38. Permanent Means of Access/ Access Manual

– Tankers and Bulk Carriers (constructed on or after 01-1-05) are required to have approved Ship Structure Access Manual for easy access and inspection of all parts and structures (SOLAS II-1/3-6; MSC.Circ.1107 and MSC.1/Circ. 1464/Rev.1).

39. Safe Manning Document

– Issued in compliance with SOLAS74 Reg. V/14 (2) and A-1047 to ships engaged in international voyages showing the minimum number and category of seafarers required for safe operation of the vessel.

40. Muster List

– Required under SOLAS74 Reg. III/37. The Muster List for passenger ships shall be on a format approved by the Administration. The Muster List must show the duty station of each person in emergency with a dedicated team for Damage Control/ Incident/ Quick Response while a small team for advance preparation of LSA.

41. ISM – Document of Compliance (DOC)

– Issued to the Company/Operator in compliance of Chapter IX of SOLAS74 and ISM Code specifying the types of ships the company has been found competent to operate. The DOC will have a validity of 5 years subject to periodical (annual) endorsement of verification.

42. ISM – Safety Management Certificate (SMC)

– Issued to ships in compliance with Chapter IX of SOLAS74 and ISM Code after necessary verification and audit that there is a Safety Management System in place and that the company has valid DOC for the relevant type of ship. The SMC is valid for 5 years subject to an intermediate verification.

43. Training Manual

– Required under SOLAS74 Chapter III (Section V) Reg. 35. This is a simplified guidance brochure on the use of the type of safety equipment used on the ship. It is normally kept in the Crew Mess.

44. Instruction for on-board maintenance

– Required under SOLAS74 Chapter III (Section V) Reg. 36.

45. Fire control plans –

This is required under SOLAS74 Reg. II-2/15.2.4. General arrangements shall be permanently exhibited for the guidance of the ship’s officers showing clearly for each deck – control stations, sections enclosed by “A” class divisions, sections enclosed by “B” class divisions together with particulars of the fire detection and alarm system, the sprinkler installation, fire-extinguishing appliances, means of access and the ventilating system, including particulars of the fan control positions, location of dampers and identification numbers of the ventilating fans serving each section.
The aforementioned details may be set out in a booklet, a copy of which shall be supplied to each officer, and one copy shall at all times be available on board in an accessible position. Plans and booklets shall be kept up-dated (corrected for any changes).
A duplicate set of fire control plans or booklet containing such plans shall be permanently stored in a prominently marked weather-tight enclosure outside the deck-house (near to the gangway) for the guidance of the shore-side fire-fighting personnel.

46. Decision Support System –

In passenger ships, a printed emergency plan covering all foreseeable emergency situations shall be provided on the navigation bridge for the guidance of the master (SOLAS74 Reg. III/29).

47. Search and Rescue Co-operation Plan

– Passenger ships to which chapter I of SOLAS applies, trading on fixed routes, shall have on board a plan for co- operation with appropriate SAR services in the event of an emergency; Ref: SOLAS V/7.3.

48. Certificate of Insurance in respect of Oil Pollution Damage

– Required under Article VII of the International Convention on Civil Liability for Oil Pollution Damage, 1992 (CLC) by owner of a tanker which carries more than 2000 tons of oil in bulk. The Administration normally issues this Certificate as an endorsement of an insurance cover, which run from 20 February to 20 February.

49. Certificate of Insurance in respect of Bunker Oil Pollution Damage –

Required under Article VII of the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (CLC) by a registered owner of a ship having gross tonnage greater than 1000 registered in a state party of this convention. The Administration normally issues this Certificate as an endorsement of an insurance cover, which runs from 20 February to 20 February.

50. Certificate of Financial Responsibility –

Required by all ships to operate in the US waters to confirm that the ship can meet its financial obligation in respect of any pollution caused by the ship.
With effect from 06 April 2001 Australia has also introduced a requirement of compulsory insurance for all vessels of 400 Gt. or more (other than CLC which already applies to tankers) to cover any pollution damage in Australian waters. A P&I cover is acceptable.

51. High Speed Craft Safety Certificate –

Issued under SOLAS74 Reg. X/3 and HSC Code paragraph 1.8.

52. Permit to operate High Speed Craft –

Issued under HSC code paragraph 1.9.

53. Ship Sanitation Control Certificate/ Ship Sanitation Control Exemption Certificate (SSCC/ SSCEC) –

 With effect from 15-June-2007 in compliance with International Health Regulations 2005 (Ship sanitation control provisions in Articles 20, 27, 39 and Annex 3) a ship will be required to have either a SSCC or SSCEC valid for a period of six months. This will replace the old deratting or deratting exemption certificate issued under IHR 1969.

54. On-board Health Care –

Every ship over 500 GT with a crew of 15 or more persons intended for sea voyages exceeding three days shall have a hospital in accordance with the provisions of ILO Convention Nos. 164 and shall have a Medical Chest complying with the requirements of Health Protection and Medical Care (Seafarers) Convention 1987 and International Medical Guide for Ships (WHO / ILO / IMO). The Medical Chest must be checked and certified annually by a Marine Pharmacist approved by the Administration. Ship must also maintain record of all medical treatment provided on board. It is now covered by new ILO-MLC 2006.

55. Ship’s Radio Licence –

National Telecommunication Authority may require the ships to have a licence to install, maintain and operate the radio station. The ship shall be allocated a call sign and MMSI number.

56. Life-raft Servicing Certificate –

Life-rafts are required to be serviced (including change of equipment and emergency ration when so required) once every 12 months (plus/ minus 3 months window) by approved service stations and certificates must be retained on board. Extension may be granted up to 5 months (but duration from last servicing must not exceed 18 months).

57. Cargo and Hoisting gear Certificate –

It originates from ILO convention (No. 152). National requirements are normally found in Factories Act, Health and Safety Act or Occupational Safety Act. Test certificates in respect of wires, chains, blocks, pulley, shackles and other hoisting gear (including cranes and derricks) are to be maintained. This is in addition to the Anchor and Chain Certificates.

Regulation III-20 of SOLAS 74 requires all davits along with winches of the lifeboats and life-raft (with launching device) must be load tested once every 5 years.

58. Crew Accommodation Certificate –

Requirements of space, ceiling height lighting, ventilation, heating, wash and toilet facilities are given in the ILO Convention (No. 92 & 133). Accommodation plans are normally approved prior to the building of the ship. In other case survey and certification is done by or on behalf of the Flag Administration prior to the registration of the vessel. It is now covered by new ILO-MLC 2006.

59. Noise level Certificates –

The requirement of this survey report is mentioned in A-468 Sec. 4.3 (to be done in accordance with the Code of Noise Levels on board ships).

60. Deviation Card and Record –

Deviation card issued by the Compass Adjuster (after necessary swing) must be retained on board along with compass error and deviation found on different heading at different times (with different cargo).

61. Servicing, pressure test and recharging –

Portable Fire Extinguishers must be inspected annually and test discharged at least once every 5 years. Cylinders used in portable fire extinguishers must be hydraulically tested at least once every 10 years (A-602; now A-951). Sufficient refills shall be carried on board so that at least 50% of each type of portable extinguishers can be recharged on board in case of their use or accidental discharge.

Portable Fire Extinguishers must be inspected annually and test discharged at least once every 5 years. Cylinders used in portable fire extinguishers must be hydraulically tested at least once every 10 years (A-602; now A-951). Sufficient refills shall be carried on board so that at least 50% of each type of portable extinguishers can be recharged on board in case of their use or accidental discharge.

CO2 cylinders used in fixed installation must be inspected every year and checked for level/ content. If there is loss of content by 10% or more then it must be refilled. The fixed installation system must be serviced by approved/ authorized service agents once every two years. Cylinders used in fixed installation should be inspected for any damage or corrosion; and if found in satisfactory condition, it may remain in operation for 20 years before a pressure test is done. Subsequent pressure testing should be done at five yearly intervals.

As per EU requirement, system containing Halon shall not be recharged after 31 December 2002 and Halon based system must be phased out by 31 December 2003. Ships trading perpetually within EU may have to comply with this requirement.

Record of recharging, level check, refill, servicing and pressure test must be maintained in the “On-board Maintenance Record Book” or a Record Book used exclusively for this purpose in addition to necessary markings in respective cylinders/ extinguishers.

See more details in MSC.1/Circ.1432.

62. Seafarers’ Employment Agreements

– Each seafarer employed on the ship which Maritime Labour Convention 2006 applies must have a legally enforceable Seafarers’ Employment Agreement (SEA). The agreement must have minimum information as mentioned in the Reg. 2.1 and Standard A2.1 of the convention and may include additional clauses required by the Flag Administration or those mutually agreed between the employer and the employees or collective bargaining agreement (CBA) endorsed by the social partner (Union).

Each seafarer employed on the ship which Maritime Labour Convention 2006 applies must have a legally enforceable Seafarers’ Employment Agreement (SEA). The agreement must have minimum information as mentioned in the Reg. 2.1 and Standard A2.1 of the convention and may include additional clauses required by the Flag Administration or those mutually agreed between the employer and the employees or collective bargaining agreement (CBA) endorsed by the social partner (Union).

The convention relating to Articles of Agreement has provisions for issue of document to seafarers for record of service performed on each ship. This document is commonly referred to as Discharge Book or Continuous Discharge Certificates (CDC). Sometimes the Discharge Book is combined with Seafarers’ Identity Document (ILO No. 108 of 1958).

The seafarer’s Identity Document, Crew Agreement and the Discharge Book along with appropriate reference letter from the Administration or the employer are sometimes accepted for travel purpose to join a ship or to get back to the country of origin on completion of the tenure of service on a ship. However, a Passport with Visa where so necessary remains the internationally accepted travel document.

63. Seafarer’s Identity Document (ILO-185 of 2003) – 

Seafarers are required to hold SID issued by their national administration and the issuing authority shall maintain an electronic data base. This document is a “stand-alone” document and cannot be mixed up with any other document.

64. Labour inspection – 

ILO Convention No. 178 known as “Labour Inspection (Seafarers) Convention, 1996” requires the Flag Administration to inspect seafarers’ working and living conditions at intervals not exceeding 3 years. The guidelines for the inspection are given in “Labour Inspection (Seafarers) Recommendation, 1996 (No. 185)”. It is now absorbed by new ILO-MLC 2006.

Administrations that do not delegate ISM-SMC audit and certification to classification societies and conduct it themselves will find it very convenient to undertake the labour inspection coinciding with ISM-SMC audit (once every 30 months).

65. Seafarers’ Training Document –

Deck, Engineer and Radio Officers must hold appropriate Certificates of Competency (duly endorsed by the Administration) as required under STCW Convention. All ratings must hold Basic Training Certificate (4 elements outlined in A-VI/1). The Deck and Engine-room ratings must hold appropriate Watch-rating Certificates. If the ship employs Electro-technical Officer, Electro-technical Rating, Able Seafarer (Deck) and Able Seafarer (E/R) then they must be duly qualified under the Convention. Ship’s Cook Certificate is issued under ILO Convention No.69. This qualification is likely to be covered in future by the STCW Convention.

Officers and ratings assigned specific duties related to cargo or cargo equipment on tankers are required to be in possession of Certificate/Document in respect of “Tankers Familiarization Training”. Master, Chief Engineer Officer, Chief Mate, Second Engineer Officer and any person with immediate responsibility for loading, discharging and care in transit or handling of cargo on a tanker shall be required, in addition to the requirements stated above, to be in possession of a Tanker Endorsement for relevant type of tanker. Tanker Certificate or Tanker Endorsement shall only be given to officers who have undertaken Specialized Tanker Training (in addition to Tanker Familiarization) and have performed a period of service on relevant type of tanker. The final document shall be issued by a Party Administration.

Officers, ratings and other personnel who are designated on Muster List to assist passengers in emergency situation shall have received training in i) Crowd Management ii) Familiarization and iii) Direct Service to passengers. Master, Chief Engineer, Chief Mate, Second Engineer Officer and others with immediate responsibility for embarking/disembarking of passengers or loading, discharging and securing of cargo and having responsibility for safety of passengers shall have received, in addition to the training referred to above, approved training in iv) Passenger Safety, Cargo Safety and Hull integrity and v) Crisis Management and Human behavior.

The Administration issuing final certificate/ endorsement/ document shall maintain electronic data base in such manner that can be directly verified by another Administration (from 2017).

Persons in charge of survival craft must hold CPSC & RB.

Persons serving on HSC shall have type-rating certificates (HSC Code 18.3.3) and those on Off-shore units shall have training documents under A-891.

66. Seafarers’ Medical Fitness

– Required under Reg. I/9 and 1/14 of STCW95. More details are available in ILO Convention No. 73. It is also covered by new MLC 2006.

Required under Reg. I/9 and 1/14 of STCW95. More details are available in ILO Convention No. 73. It is also covered by new MLC 2006.

67. Official log book

– Any accident, death, birth, major breakdown or accidental damage, shipboard Boat and Fire drills, Opening and Closing of W/T doors or any incident of significant importance must be duly recorded. However, day to day routine operational and maintenance matters are recorded in Deck, Engine and Radio (GMDSS) Log Books. Ships should also maintain

Any accident, death, birth, major breakdown or accidental damage, shipboard Boat and Fire drills, Opening and Closing of W/T doors or any incident of significant importance must be duly recorded. However, day to day routine operational and maintenance matters are recorded in Deck, Engine and Radio (GMDSS) Log Books. Ships should also maintain record of medical treatment given on board. Oil Record Book must be kept up to date. Official log book is a national matter.

68. Enhanced Survey Report File

– Bulk carriers and oil tankers shall have a survey report file and supporting documents complying with paragraphs 6.2 and 6.3 of annex A and annex B of resolution A.744 (18) – Guidelines on the enhanced programme of inspections during surveys of bulk carriers and oil tankers (SOLAS 1974 (2002 Amendments.) regulation XI-1/2; resolution A.744(18)). Application to FPSO and FSU can be found in MEPC Circ. 406.

Bulk carriers and oil tankers shall have a survey report file and supporting documents complying with paragraphs 6.2 and 6.3 of annex A and annex B of resolution A.744 (18) – Guidelines on the enhanced programme of inspections during surveys of bulk carriers and oil tankers (SOLAS 1974 (2002 Amendments.) regulation XI-1/2; resolution A.744(18)). Application to FPSO and FSU can be found in MEPC Circ. 406.

69. Special Purpose Ship Safety Certificate

– A Certificate may be issued under the Code of Safety for Special Purpose Ships 2008 (2008 SPS Code) and A534 (13) as amended by resolution 299(87).

A Certificate may be issued under the Code of Safety for Special Purpose Ships 2008 (2008 SPS Code) and A534 (13) as amended by resolution 299(87).

70. Certificate for Offshore Supply Vessels

– Surveyed and certified as per paragraph 1.5 of Resolution A673 (16), as amended by MEPC 158(55), MSC 184(79) & MSC 236(82).

Surveyed and certified as per paragraph 1.5 of Resolution A673 (16), as amended by MEPC 158(55), MSC 184(79) & MSC 236(82).

71. Diving System Safety Certificate

– Issued in compliance with “Code of Safety for Diving System 1995” (Res. A-831(19)). A 692 (17) contain guidelines for evacuation.

Issued in compliance with “Code of Safety for Diving System 1995” (Res. A-831(19)). A 692 (17) contain guidelines for evacuation.

72. Dynamic Positioning System

– Details given in IMO MSC Circular 645. Vessel so fitted may be certified accordingly. The certificate is also known as “Flag State Verification and Acceptance Document”.

73. Mobile Offshore Drilling Units Safety Certificate

– The code for the Construction and Equipment of Mobile Offshore Drilling Units 2009, A26/ Res 1023. Manning and training for MOU (Mobile Offshore Units)

The code for the Construction and Equipment of Mobile Offshore Drilling Units 2009, A26/ Res 1023. Manning and training for MOU (Mobile Offshore Units) is covered by Res A. 891(21).

74. Construction & Equipment Certificate for Dynamically Supported Craft

– The Code of Safety for Dynamically Supported Craft and A-373 Section 1.6.

A permit to operate (specifying route, destination and limitations) may be issued under DSC Code (similar to Permit to Operate a HSC).

75. International Load Line Exemption Certificate –

May be granted under Article 6 of LL66 and Article 18 of LL Protocol 1988.

76. Exemption Certificate

– May be granted under Reg. I/4 of SOLAS 74 as amended and similar enabling provisions in other Conventions and Protocols.

77. Crew list, Stores lists, Cargo manifest and Crew declaration

– Required by local port authority, immigration and customs on arrival of the ship.

78. Record of PSC

– It makes good sense to keep on board record of previous “Port State Control” Inspection reports so that the Port State Surveyor/Inspector gets a clear picture of the situation. PSC may be exercised individually by a Port/ Coastal State or through regional co-operation such as Paris MOU. IMO Resolutions A. 1052(27) and UK-MCA MSN 1832 provide necessary guidance. SOLAS74 regulation XI-I/4 allows PSC to check on operational requirements.

It makes good sense to keep on board record of previous “Port State Control” Inspection reports so that the Port State Surveyor/Inspector gets a clear picture of the situation. PSC may be exercised individually by a Port/ Coastal State or through regional co-operation such as Paris MOU. IMO Resolutions A. 1052(27) and UK-MCA MSN 1832 provide necessary guidance. SOLAS74 regulation XI-I/4 allows PSC to check on operational requirements.

79. Certificate of Class

– It is not a requirement under any international convention (though new SOLAS II-1 Part A-1 regulation 3-1 requires ships to be built and maintained in compliance with Class Society requirements). There are very few countries where classification is a mandatory requirement. However, owners will evidently have their ships classed for market credibility and also for

It is not a requirement under any international convention (though new SOLAS II-1 Part A-1 regulation 3-1 requires ships to be built and maintained in compliance with Class Society requirements). There are very few countries where classification is a mandatory requirement. However, owners will evidently have their ships classed for market credibility and also for convenience of survey facilities around the world. Class records are a helpful tool to ascertain the general condition of a ship.

80. Harmonised System of Survey and Certification (HSSC)

– The 1988 Protocols to SOLAS74 and LL66 harmonizes the survey and certification system to common period of validity cycle creating possibility for cargo ships to eventually have a combined Safety Certificate incorporating Safety Construction, Safety

The 1988 Protocols to SOLAS74 and LL66 harmonizes the survey and certification system to common period of validity cycle creating possibility for cargo ships to eventually have a combined Safety Certificate incorporating Safety Construction, Safety Equipment and Safety Radio or to have three separate Safety Certificates but with common period of validity for 5 years with provision for annual/intermediate survey. In respect of Safety Radio and SEC the term periodical survey (instead of annual) has been used which implies complete examination of all items. In all cases the Certificates will have a Record of Equipment attached.
With regard to LL66 the protocol harmonizes the intact stability requirements of certain cargo ships in line with MARPOL 73/78.
Reference has also been made to Additional Survey, which implies an Inspection, general or partial following a repair. Further guidance is given in IMO Res. A-833, A-746 and the UK-MCA MSN 1751.

81. Inspection of the outside of the ship’s bottom – 

There is a general requirement for inspection of the outside of the ship’s bottom at least twice in any five year period at intervals not exceeding 36 months between two such inspections. In the case of passenger ships, these inspections will have to be undertaken in dry dock with the vessel being out of the water. An in-water survey (IWS) of the underwater part (by an organization approved by or on behalf of the Administration and done under the supervision of the RO) shall be made annually when the vessel is not docked. This means to say that a dry dock report or an IWS report shall be available every year at the time of the issue / renewal of the Passenger Ship Safety Certificate.

In cargo ships, the requirements for the survey of underwater part of the hull (twice within five-year period of the SAFECON certificate and at intervals not exceeding 36 months between two such inspections) can be done as IWS provided that every alternate one is done in dry dock. This will mean, in case of cargo ships, the outside of the ship’s bottom shall be inspected twice in any five year period, at least one of them being in dry dock. In practice, it may fit well with renewal and intermediate survey.

However, tankers and bulk carriers of over 15 years of age must be dry docked instead of IWS.

82. Phasing out single hull tankers –

In December 2003 IMO adopted a revised, accelerated phase-out scheme for single hull tankers, along with other measures including an extended application of the Condition Assessment Scheme (CAS) for tankers and a new regulation banning the carriage of Heavy Grades of Oil (HGO) in single-hull tankers. The amendments to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78) entered into force on 5 April 2005.

Under a revised regulation 13G of Annex 1 of MARPOL, the final phasing-out date for Category 1 tankers (pre-MARPOL tankers) is brought forward to 2005, from 2007. The final phasing-out date for category 2 and 3 tankers.

Under the revised regulation, the Condition Assessment Scheme (CAS) is to be made applicable to all single-hull tankers of 15 years, or older. Previously it was applicable to all Category 1 vessels continuing to trade after 2005 and all Category 2 vessels after 2010. Consequential enhancements to the CAS scheme were also adopted.

The revised regulation allows the Administration (Flag State) to permit continued operation of category 2 or 3 tankers beyond 2010 subject to satisfactory results from the CAS, but the continued operation must not go beyond the anniversary of the date of delivery of the ship in 2015 or the date on which the ship reaches 25 years of age after the date of its delivery, whichever is earlier.

In the case of certain Category 2 or 3 oil tankers fitted with only double bottoms or double sides not used for the carriage of oil and extending to the entire cargo tank length or double hull spaces which are not used for the carriage of oil and extend to the entire cargo tank length, the Administration may allow continued operation beyond 2010, provided that the ship was in service on 1 July 2001, the Administration is satisfied by verification of the official records that the ship complied with the conditions specified and that those conditions remain unchanged. Again, such continued operation must not go beyond the date on which the ship reaches 25 years of age after the date of its delivery.

Carriage of heavy fuel oils

A new MARPOL regulation 13H on the Prevention of oil pollution when carrying heavy grades of oil (HGO) bans the carriage of HGO in single-hull tankers after the expected date of entry into force of the regulation (4 April 2005). Under the new regulation, HGO means any of the following:
a) Crude oils having a density at 15ºC higher than 900 kg/m3;
b) Fuel oils having either a density at 15ºC higher than 900 kg/m3 or a kinematic viscosity at 50ºC higher than 180 mm2/s;
c) Bitumen, tar and their emulsions.

Regulation 13(H) does, however, allow for continued operation of oil tankers of 5,000 tons deadweight and above, carrying heavy oils with a density at 15ºC higher than 900 kg/m3 but lower than 945 kg/m3, if satisfactory results of the Condition Assessment Scheme warrant that, in the opinion of the Administration, the ship is fit to continue such operation, having regard to the size, age, operational area and structural conditions of the ship and provided that the continued operation shall not go beyond the date on which the ship reaches 25 years after the date of its delivery.

The Administration may allow continued operation of a single hull oil tanker of 600 tons deadweight and above but less than 5,000 tons deadweight, carrying heavy grade oil as cargo, if, in the opinion of the Administration, the ship is fit to continue such operation, having regard to the size, age, operational area and structural conditions of the ship, provided that the operation shall not go beyond the date on which the ship reaches 25 years after the date of its delivery.

The Administration of a Party to the present Convention may exempt an oil tanker of 600 tons deadweight and above carrying heavy grade oil as cargo if the ship is either engaged in voyages exclusively within an area under the Party’s jurisdiction, or is engaged in voyages exclusively within an area under the jurisdiction of another Party, provided the Party within whose jurisdiction the ship will be operating agrees. The same applies to vessels operating as floating storage units of heavy grade oil.

Flag State May Permit Extended Operation

Under the amended regime flag states can permit continued operation of category 2 or 3 tankers beyond 2010 subject to a satisfactory CAS, but the continued operation must not go beyond the anniversary of the date of delivery of the ship in 2015 or the date on which the ship reaches 25 years of age after the date of its delivery, whichever is earlier.

In the case of certain Category 2 or 3 oil tankers fitted with only double bottoms or double sides not used for the carriage of oil and extending to the entire cargo tank length or double hull spaces which are not used for the carriage of oil and extend to the entire cargo tank length, flag states may allow continued operation beyond 2010, provided that the ship was in service on 1 July 2001, the flag state is satisfied by verification of the official records that the ship complied with the conditions specified and that those conditions remain unchanged. Again, such continued operation must not go beyond the date on which the ship reaches 25 years of age after the date of its delivery.

Port State May Deny Entry

Even where single hull tankers which have been allowed to continue operation by their flag state under the exemptions mentioned above the amended regime allows a port state the right to deny entry to such vessels into ports or offshore terminals under its jurisdiction, and to deny ship-to-ship transfer of heavy grade oil in areas under its jurisdiction except when this is necessary for the purpose of securing the safety of a ship or saving life at sea.

83. Renewal Survey and validity of certificates

If the renewal survey is carried out within a period of 3 months before the expiry of the existing certificate then the new certificate can be issued on completion of the relevant survey and will have a validity of 5 years (one year in case of passenger ships) from the date of expiry of the existing certificate.

If the renewal survey is carried out within a period of 3 months before the expiry of the existing certificate then the new certificate can be issued on completion of the relevant survey and will have a validity of 5 years (one year in case of passenger ships) from the date of expiry of the existing certificate.

If the renewal survey is carried out more than 3 months before the expiry date of the existing certificate then the new certificate can be issued on the day the survey is completed but it will have a validity of no more than 5 years (one year in the case of passenger ships) from the date of completion of the survey.
In exceptional circumstances where a renewal survey is carried out after the expiry date of the existing certificate, the new certificate can be issued on the day the survey is completed and will have a validity of 5 years (one year in the case of passenger ships) from the date of expiry of the previous certificate.

If for some reason a new certificate cannot be issued on completion of survey then the existing certificate may be endorsed as valid for a further period of 5 months (from the expiry date).

The Administration may extend the period of validity of an existing certificate (other than passenger ship safety certificate) by no more than 3 months to allow the ship to reach the intended port of survey.

84. Existing Ship changing flag –

When ships change Flag, all statutory certificates issued by or on behalf of the previous Administration stand void. It is the responsibility of the flagging in Administration to issue the vessel with necessary statutory documents. However, it should not be necessary to start a new survey cycle. Subject to satisfactory completion of the survey, certificates can be issued with the same expiry date as shown in previous certificates. However, a clarification letter should accompany the certificates so that the original schedule for annual / intermediate survey / audit can be maintained.

It is also necessary to ensure that all radio-electronic equipment is duly programmed. Ships are required to have nine digit MMSI numbers. EPIRBs are required to be programmed and registered. EPIRBs are now required to be serviced every year in addition to the servicing of the HRU units.

85. Recent introductions –

a) Emergency Escape Breathing Devices:

Applies to all vessels, in accordance with the SOLAS guidelines a number of EEBDs are required to be carried. The number and location should be shown in the Fire Control Plan. This new requirement will henceforth be a part of the safety equipment survey.

b) Voyage Data Recorder (VDR):

Required under regulation 20 of chapter V of SOLAS74. See A.861 (20) for specification requirements and IEC Standard No. 61996 for testing standards. The requirements entered into force in the following phases of first survey after 01-07-2002.

Passenger ships constructed on or after 01-7-02;
Ro-Ro Passenger ships even if built before 01-7-02;
Other passenger ships built before 01-7-02 by 01-1-04;
Cargo ships 3000 GT and above built on or after 01-7-02 by 01-1-04.

Cargo ships of 20,000 gross tonnage and upwards constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2006 but not later than 1 July 2009;
Cargo ships of 3,000 gross tonnage and upwards but less than 20,000 gross tonnage constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007 but not later than 1 July 2010; and

Administrations may exempt cargo ships from the application of the requirements of subparagraphs above when such ships will be taken permanently out of service within two years after the implementation date specified in subparagraphs.

It will be necessary to carry on board Performance test and report (annual) in respect of VDR.

c) Automatic Identification System (AIS):

It shall be fitted to all ships of 300 GT and upwards engaged on international voyages and cargo ships of 500 GT and upwards even if not engaged in international voyages, and passenger ships irrespective of size, as follows:

All ships constructed on or after 01-July-2002.
All passenger ships engaged on international voyages not later than 01-July-2003.
All tankers engaged on international voyages not later than the first safety equipment survey after 01-July-2003.
All ships of 50,000 GT and upwards on international voyages not later than 01-July-2004.

All ships between 300 GT and 50000 GT on international voyages not later than the first Safety Equipment survey after 01-July-2004 or by 31-December-2004, whichever occurs first.

Ships fitted with AIS shall have AIS in operation at all times, except where International agreements, rules or standards provide for the protection of navigation information.

d) Electronic Chart Display & Information System (ECDIS): SOLAS-74 Regulation V-19.2 requires every ship to be fitted with ECDIS.

e) Long Range Identification & Tracking (LRIT):

The requirements (SOLAS – V/19-1) entered into force on 01-January-08 and the International Data Exchange (IDE) shall be operational on 01-July-08. The Data Distribution Plan (DDP) should be functional from 31-December-08. It shall apply to all Passenger ships, Cargo ships 300 GT and above and Mobile Offshore Drilling Units unless Operating within A1 area and fitted with AIS from First Radio Survey after 31-December-08. It should be capable of making four reports daily to include ship’s ID (IMO & MMSI Number), Position, date and time. Flag State can have a quick glance on the position of its ships. SAR requests are free. IMO has appointed IMSO as the LRIT coordinator.
LRIT is a Maritime Domain Awareness (MDA) that allows a Member State to monitor and track vessels operating in proximity of its coastline. MDA provide – enhanced security, environmental protection and safety/ search and rescue benefits. The basis of LRIT system is that all ships will automatically report their identity and position to a receiving entity every six hours.
Member States may – have National Data Centre (NDC) to service own flagged vessels;
Participate in Regional Data Centre (RDC) for two or more Member States’ Flag vessels;
Participate in an International Data Centre (IDC) that would provide services to all Member States not using NDC or RDC.
[Bahrain has contracted the services of a commercial data centre provider known as Pole Star (www.polestarglobal.com). Bahrain registered vessels to which the LRIT regulation applies work with Pole Star directly to ensure their 6 hourly reports are received and forwarded as required to the IDE.]

86. Member State Audit:

From 01-January-2016 this requirement shall come into force. Each Member State shall have to provide evidence of having legal, administrative and other arrangements in place to effectively enforce the applicable requirements of IMO.

87. International Ship Security Certificate:

A new chapter XI/2 has been added to SOLAS to introduce the International Ship and Port Security Code (ISPS Code). The Code will have mandatory Part A and recommended guidance on Part B. Ships will be required to have an approved Security Plan. A certificate known as “International Ship Security Certificate” will have to be issued. The certificate will have validity for 5 years and will have an intermediate endorsement (like the ISM-SMC). The requirements came into force on 01 July 2004.

Existing ships coming into register may be issued with interim certificate valid for 6 months provided the ship i) has a plan; ii) fitted with alarm and iii) has a trained security officer. The ships should also obtain a CSR.

88. Continuous Synopsis Record:

The Administration shall, as part of the newly introduced security measure, issue a Continuous Synopsis Record for the purpose of providing an on board record of the history of the ship with respect to the information recorded therein. The record shall contain at least the following particulars:

  • Name and IMO number of the ship;
  • The Flag and Port of Registry;
  • Date when registered;
  • Name and particulars of the owners;
  • Name and particulars of the Bare-boat charterers, if any;
  • Name and particulars of any Time charterer or Voyage charterer;
  • Name and particulars of the company responsible for safe operation and protection of the environment (ISM Company);
  • The recognized organization with which the vessel is classed;
  • The organization that issued the ISM and ISPS certification;
  • History of the ship (outlined above) from 01-July-04

89. Requirement of Publications:

Ships are required to carry on board:

  • Navigational Charts (corrected & up-dated)
  • Notices to Mariners
  • Annual Notices to Mariners
  • IMO Ship’s Routeing
  • Sailing Directions/ Pilots
  • Ocean current/ Tidal Stream Atlases
  • Tide tables
  • List of Lights
  • List of Radio Signals
  • Navigational tables (Almanac and Nories tables)
  • International Code of Signals
  • IAMSAR – Manual Vol.-III
  • International (IMO/ ILO/ WHO) Medical Guide
  • MFAG and EmS – if ship certified to carry dangerous goods
    Codes (e.g. HSC, DSC, IBC, BCH, IGC, MODU etc) applicable to the ship
  • ILO Code of Practice for Accident Prevention or UK-MCA Code of Practice for Merchant Seamen
  • Operation and Maintenance instruction/ Manual for Navigational
  • Aids carried on board
  • ISM Procedure manuals.
  • National Merchant Shipping Legislation

Ships shall also carry on board:

  • Certificate of Registry
  • Seafarers’ Employment Agreement for all crew / Article of
  • Agreement (for non MLC ships)
  • Official Log Book
  • GMDSS Log Book
  • Oil Record Book
  • Statutory certificates (under international instruments) applicable to the ship

Other publications recommended to be carried on board:

  • Latest/ up-dated version of LL, SOLAS, MARPOL, STCW and COLREG
  • Mariners’ Handbook
  • MSN and MGN (UK-MCA).

90. Gross weight of containers:

It is now mandatory that each container destined for loading on a ship must have a certificate of Gross weight. This requirement must be viewed from

It is now mandatory that each container destined for loading on a ship must have a certificate of Gross weight. This requirement must be viewed from safety point of view for assessing correct stability and not from commercial view point.

91. Ballast Water Management (BWM):

The ballast water of ships carries plants and animals which frequently settle in foreign sea regions, representing a danger for the indigenous flora and fauna with the potential to cause great ecological and economic damage. An approved “Ballast Water Management Plan” will regulate the procedures for preventing the exchange of marine organism. The necessary measures will involve exchanging the ballast water on the high seas and, in future, treatment of the ballast water by heating, filtration or even chemical process. The International Convention for the Control and Management of Ship’s Ballast and Sediments (BWM Convention) adopted on 13 February 2004 entered into force on 08 September 2016. The requirements are given below:

The ballast water of ships carries plants and animals which frequently settle in foreign sea regions, representing a danger for the indigenous flora and fauna with the potential to cause great ecological and economic damage. An approved “Ballast Water Management Plan” will regulate the procedures for preventing the exchange of marine organism. The necessary measures will involve exchanging the ballast water on the high seas and, in future, treatment of the ballast water by heating, filtration or even chemical process. The International Convention for the Control and Management of Ship’s Ballast and Sediments (BWM Convention) adopted on 13 February 2004 entered into force on 08 September 2016. The requirements are given below:

By 08 September 2017, all ships (i.e. vessels of any type operating in the aquatic environment, including submersibles, floating craft, floating platforms, floating storage units (FSUs) and floating production, storage and off-loading (FPSO) units will be required to:
• Have an approved ballast water management plan on board;
• Maintain a ballast water record book;
• Maintain their ballast water every voyage by performing ballast water exchange or by treating it using an approved ballast water treatment system; and
• Undertake an initial survey and be issued with an International Ballast Water Management Certificate for ships 400 gt and above to which the Convention applies, excluding floating platforms, FSUs and FPSOs;
• Ships registered in states that are not yet parties to the Convention will need to demonstrate compliance and may wish to undergo survey to obtain a Certificate of Compliance.

At a later date, ships will also be required to:
• Manage their ballast water on every voyage by treating it using an approved ballast water treatment system.

The compliance schedule for when ships will be required to install and use a treatment system is as follows:

New ships: Compliance on delivery for ships constructed on or after entry into force;
Existing ships: Compliance by first IOPP renewal survey on or after entry into force.

A treatment system is required to be fitted to vessels that carry out an IOPP renewal survey on or after 08 September 2017. The IOPP renewal survey refers to the one associated with IOPP Certificate under MARPOL Annex I.

The Convention does not normally apply to:

• Ships not carrying ballast water;
• Ships operating in domestic waters;
• Ships that operate under jurisdiction of a Party and on high seas (not making international voyages);
• War ships, naval auxillary or other ships owned and operated by the State. However, states are encouraged to adopt appropriate measures to ensure that ships act in a manner consistent with the Convention; or
• Permanent ballast carried in sealed tanks that are not subject to discharge.

Additionally under certain circumstances, Administration may issue exemptions to:
• Ships engaged on occasional or one-off voyage between specified ports or locations;
• Ships that operate exclusively between specific ports or locations (mutual consent).

92. Maritime Labour Convention (MLC) 2006:

This Convention consolidates and replaces all maritime related ILO Conventions except Seafarers Identity Document Convention. When in force, it will require every ship of 500 GT and over (engaged in international trade) to be certified in accordance with the provisions of the Convention. There shall be a Maritime Labour Certificate valid for five years with an intermediate endorsement between the second and third anniversary of the certificate. There shall be also a Declaration of Maritime Labour Compliance to accompany the certificate. The company will draw up this document for approval of the administration to show the national requirements implementing the convention and setting out the measures adopted by the company for their compliance.

WÄRTSILÄ ENERGOPROFIN PROPELLER

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Image Credit: Wärtsilä

The efficiency of the ship’s propeller is an important part of a ship’s overall propulsion efficiency. The Wärtsilä EnergoProFin has become a popular retrofit solution to improve the propulsion efficiency and hence improve the fuel efficiency of many ships already in service.The Wärtsilä EnergoProFin solution, a propeller cap with fins that rotates together with the propeller to produce fuel savings of up to 5%.

Wärtsilä Fixed Pitch Propellers are based on OPTI Design methodology, which ensures optimum performance and minimum levels of noise and vibration by obtaining acceptable pressure pulses on the hull to avoid high propeller induced noise and vibration levels. With the effective CFD calculations analyse not only the propeller performance but most importantly also, the interaction between the propeller and hull. This provides extremely accurate information to achieve design and parametric optimisation. The result is a robust propulsion solution covering the full range of ship operating conditions, and reduced operating costs by using highly efficient hydrodynamic optimised propeller blades.
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Figure 1: Cavitation observations for same propeller with and without EnergoProFin (Image Credit: Wärtsilä)

Wärtsilä EnergoProFin serves to improve propulsion performance by weakening the hub vortex. It is tailored to the specifics of the individual propeller, and can be installed quickly and easily which is resulting improvements to overall fuel efficiency.

Source: Wärtsilä (FIXED PITCH PROPELLER OPTI DESIGN)

IGNITION QUALITY PARAMETERS OF SLOW SPEED DIESEL ENGINE

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Ignition quality parameters:

  1. Energy
  2. Viscosity
  3. Maximum firing pressure.
    4. Injection delay
    5. Ignition delay .

1. Energy comparison

• The injection pump is a volumetric pump
• The higher the density the more energy it contains per volume unit
• The density difference between HFO and MDO is larger than the difference in net calorific value

2.  Viscosity comparison

  • The viscosity of MDO is lower than the viscosity of HFO (even HFO is heated)
    • Lower viscosity fuels result in more internal leakage in the injection pump from the high pressure side to low pressure side.
    • Internal leakage has to be compensated by giving more fuel rack

 

3.  Maximum firing pressure

  • Dependent on the charge air pressure
    • To achieve proper combustion, the firing pressure has to be high and thus also the charge air pressure
    • Timing of the fuel pump

4. Injection delay

  • Injection delay is the time it takes to build up a pressure higher than the opening pressure of the nozzle.
    • Normally 4…5 ° of crank angle
    • The delay is comparable to the condition of injection equipment

5.  Ignition delay

  • is the time gap between the commencement of injection and the commencement of ignition.
  • Dependent on the fuel quality
  • Compression temperature has a big influence on the ignition delay
  • Compression temperature is not high enough for the fuel to ignite longer ignition delay

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Source: Wartsila

Besides consider the following for better ignition quality of slow speed diesel engine:

Higher peak pressures and higher exhaust gas temperatures:
• Normally 1…2 ° of crank angle.
• Too early timing of injection
• Higher peak pressure

Exhaust gas temperature after cylinder:

  • Measured individually after each cylinder
  • Each cylinder has two measuring
  • The average temperature of all exhaust temperature sensors is approximately 100 °C lower than the exhaust gas temperature before the turbine.
  • Maximum allowed difference between valves in one
  • Maximum allowed difference of one cylinders average from the average of the all cylinders ,
  • In normal operation the average temperature Cylinder temperature deviation can be up to 30 – 40 °
  • Engine is (depending of installation) provided with a safety slow down arrangement if the temperature difference is too big
  • A 10 °C increase in ambient temperature will result approximately 15 °C increase in exhaust gas temperature

Exhaust gas temperature after turbocharger:

  • Indicates the kinetic energy of the exhaust gases that are running the turbine
  • Indicates the condition of the turbo, e. scavenging of the engine
  • If a de-Nox catalysator is installed the temperature has to exceed certain level to ensure the function of the catalysator.

Pressure difference over the cylinders:

  • Measuring the pressure difference between charge air manifold and exhaust gas
  • gives an indication of how well the scavenging works.
  • Depends on the turbocharger, therefore values below should be considered as allusive
  • The bigger the Dp is the better
  • Is normal value with 100% load varies depending of installation once the value has been dropped down, it is an indication that something is wrong with the engine -e.g. dirty nozzle ring & turbine

Written from the news letter of Wartsila. 

GUIDANCE TO DECK OFFICERS WHILE LOADING GRAIN

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Author: Capt. Kamal Ahmed.

 

I was once hired by my client to get the approval for loading by the Port Warden in the 2nd loading port as the actual healing moment was more than the permissible healing moment. The situation was as follows:

  1. The original stow plan which was sent to the shipper by the charterer for loading Port A+ Port B was total for 65,700.00 M/T.
  2. Cargo for loading as per shippers request in the beginning was:
  • Lot 1 –  minimum /maximum 27 000 M/T for  discharge port A
  • Lot 2: Minimum 30000 M/T for discharge Port B , Minimum 6600 M/T   for discharge port C,
  • Total of 63600 M/T
  1. In the stowage plan which the Master had sent for loading was “64,453.202” M/T. The Master mixed Lot 1 & Lot 2 in hold no 7, which cannot be done as lots have to be separated naturally, and not separated artificially. The Master’s explanation was that the change of the stow is done in order to satisfy the stability requirements as per the port warden at the 1st load port. The vessel was not satisfying the shipper’s requirements for natural separations of Lot 1 and Lot 2.

 

The task consisted of the vessel taking the cargo. As per preliminary stow plan 65 700, Lot 1 and Lot 2 which had to be separated naturally. In the same plan, the vessel had to be stable in the 2nd load port as well as in the 1st, 2nd & 3rd discharge port.

The main challenge was that the vessel had a draft restriction of 12.80 M in the first discharge port.

We faced the following problems in preparing the grain stability form for the Port Warden:

The grain calculation has to be carried out with an untrimmed end as the loading with a trimming machine (Trimmed End/Grain Stability Booklet) is very expensive.

With arrival draft of 12.80 M at the 1st discharge port, the bending moment was about 120% with natural separation with cargo 65,700.00 M/T. We tried to minimize the bending moment at less than 99%, but the draft was more than 13.4 M at 1st port of discharge. The actual healing moment was more than the permissible healing moment.

We tried our grain stability calculation with 6500 M/T of Ballast Water in After Peak Tank (100% full), No. 5 DB Tank (Port + Starboard, 100%), No. 4 DB Tank (Port + Starboard, 100%), No. 3 DB Tank (Port + Starboard, 50%), the actual Healing Moment was less then Permissible Healing Moment, Bending Moment was less than 99% but the draft was 14.5 M aft.  We proposed to the Port Warden that 6500 M/T of Ballast water has to be pumped out at the anchorage at the 1st discharge port.  The Port Warden agreed as the calculation met all the conditions, with a draft of 12.80 M.

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In order to load the grain, the Chief Officer has to consider the following points:

  • If the vessel loading up to winter or summer marks
  • If the vessel having a draft restriction at loading or discharge port
  • If the vessel loading minimum or maximum quantity
  • If the actual healing moment were more than the permissible healing, the Chief Officer should consider keeping the smaller holds slack where healing moment for the slack compartments will be less. Also taking Ballast water at loading port may reduce the actual healing moment. 

In addition, the Chief Officer needs to ensure to:

  • To comply with regulations mentioned in SOLAS CHAPTER VI 1974.
  • Always calculate the healing moment with untrimmed ends as the trimmed ends is cost effective.
  • That the Loading Manual in some vessels provides the healing moments in trimmed ends and that there is no indication of Untrimmed Ends. If the forward and after part of the cargo spaces are Hopper type, then the grain stability can be done considering “Untrimmed Ends”.
  • Secure and seal those bulkheads to check if they are made grain tight and remain grain tight during the voyage, for smaller vessel where the forward/aft bulkheads are movable, Reference Bulletin No. SSB 02/2015 issued by “Transport Canada”, dated February 24, 2015.
  • Pay particular attention to the stowage factor of the grain. If the situation permits, the slack holds are the last holds to complete.
  • Refer to Bulletin No. 03/2002 issued by “Transport Canada” regarding “Deviation from the Load Conditions and Limitations given in the Approved Loading Manual. The vessel’s structural integrity has to be always maintained. Block loading refers to stowage of cargo in a block of two or more adjoining holds – with holds adjacent to such blocks remaining empty. To avoid overstressing the hull structure in the part loaded condition, careful consideration must be given to the amount of cargo in each laden hold and the anticipated sailing draft. The Bending Moment and the Shearing force (Harbor & Sea Condition) in all stages of loading and during the voyage to be within the permissible limits.
  • That the loading computer of the vessel has to be “Certified by the Classification Society”.
  • That the hold bilge pump & water ingress system has to be in operational condition. This is one of the main requirements of the Port Warden.
  • While preparing the Grain Stability Calculation, it is advisable for filled compartment to take maximum trimmed volume and healing moment for untrimmed ends for particular compartment.
  • To take “Maximum KG and Free Surface Moment” for compartments filled with liquid.
  • While preparing loading sequence the number of Loader with loading rate should be taken into account.

The points mentioned above are pivotal when loading grain and preparing a grain stability form so that it gets an approval for loading by either the Port Warden or a NCB/AMSA surveyor.