Supplement to a statutory certificate, meaning of supplement:

A supplement to a certificate is an additional document that provides more detailed information or records related to the main certificate. Here are some key points about supplements:

Types of Supplements

The table shows that several certificates have associated supplements:

Passenger Ship Safety Certificate: This certificate has a supplement called “Form P”.

Cargo Ship Safety Certificates:

Cargo Ship Safety Equipment Certificate has “Form E” as its supplement.

Cargo Ship Safety Radio Certificate has “Form R” as its supplement.

Cargo Ship Safety Certificate (combined) has “Form C” as its supplement.

MARPOL Certificates:

IOPP (International Oil Pollution Prevention) Certificate has two types of supplements:

“Form A” for ships other than oil tankers ≥ 400 GRT

“Form B” for oil tankers ≥ 150 GRT

IAPP (International Air Pollution Prevention) Certificate has a “Record of Construction and Equipment” as its supplement.

IEEC (International Energy Efficiency Certificate) also has a “Record of Construction and Equipment” as its supplement.

MLC (Maritime Labor Convention) Certificate: This certificate has two supplements:

DMLC Part-1 (issued by Flag state)

DMLC Part-2 (issued by Company)

Purpose of Supplements

While not explicitly stated in the attachment, supplements typically serve to:

Provide additional details about the ship’s equipment, construction, or compliance.

Record specific information that may change more frequently than the main certificate.

Offer a standardized format for presenting detailed information across different ships and flag states.

Certificates Without Supplements

It’s worth noting that many certificates listed in the attachment do not have supplements, such as the SAFCON (Cargo Ship Safety Construction Certificate), ISPP (International Sewage Pollution Prevention) Certificate, and various audit-based certificates like DOC, SMC, and ISSC.

.list of certificates  .loc  .mc  .lc

Statutory Certificates for Vessels

Here’s an arrangement of the statutory certificates in a logical order that follows the journey of a person boarding a vessel, making it easier to remember:

Hull and Exterior

• International Anti-fouling System Certificate –
• Declaration on antifouling system
• International Load Line Certificate – No supplement
• International Load Line Exemption Certificate
• International Tonnage Certificate (1969) – No supplement

Approaching the Vessel

• International Ballast Water Management Certificate
• Certificate of Registry – No supplement

Gangway and Security

• International Ship Security Certificate (ISSC) or Interim International Ship Security Certificate
• Continuous Synopsis record

Deck and Cargo Areas

• Document of authorization for the carriage of grain and grain loading manual
• Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (for chemical tankers before 1986)
• International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk (for chemical tankers after 1986)
• Certificate of Fitness for the Carriage of Liquefied Gases in Bulk (for gas tankers before 1986)
• International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk (for gas tankers after 1986)

Bridge and Navigation

• Voyage data recorder system – certificate of compliance
• Cargo Ship Safety Radio Certificate – Form “R”

Engine Room and Environmental Protection

• International Oil Pollution Prevention Certificate – Dry cargo ships – Form A, Tankers Form B
• International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS Certificate) – No supplement
• International Sewage Pollution Prevention Certificate – No supplement
• International Air Pollution Prevention Certificate – Record of Construction and equipment
• International Energy Efficiency Certificate – Record of Construction and equipment

Waste Management

• Garbage Management Plan

Safety Equipment and Construction

• Cargo Ship Safety Equipment Certificate – Form “E”
• Cargo Ship Safety Construction Certificate – No supplement
• Cargo Ship Safety Certificate – Form “C”
• Passenger Ship Safety Certificate (if applicable) – Form “P”
• Special Trade Passenger Ship Safety Certificate, Special Trade Passenger Ship Space Certificate (if applicable)

Captain’s Cabin and Ship’s Office

• Safety Management Certificate – No supplement
• Document of compliance (ISM) – No supplement
• MLC (Maritime Labor Convention) – DMLC Part‐1 (Issued by Flag state), DMLC Part-2(Issued by Company)
• Minimum safe manning document – No supplement
• Certificates for masters, officers or ratings
• P&I Certificate of Entry
• Certificate of insurance or other financial security in respect of civil liability for oil pollution damage
• Certificate of insurance or other financial security in respect of civil liability for bunker oil pollution damage
• Certificate of class

This arrangement follows a logical path from the exterior of the ship to the interior, making it easier to remember the various certificates required on board. It groups related certificates together and follows the journey of someone inspecting the vessel, from the hull to the captain’s cabin

Link: https://www.myseatime.com/blog/detail/why-it-is-important-to-know-about-statutory-and-mandatory-certificates

Statutory Certificates vs. Mandatory Certificates

Definition and Purpose

Statutory Certificates are those required by law with respect to safety and environmental protection that a vessel must comply with. These certificates are issued under the authority of a government and serve as evidence of a ship’s compliance with national and international maritime laws. Mandatory Certificates, on the other hand, are those required for trading purposes. While they may not be required by law, they are essential for a ship to operate freely in international waters and enter various ports.

Key Differences

1. Legal Requirement:
   • Statutory Certificates: Required by law; sailing without them is a violation of maritime law.
   • Mandatory Certificates: Not required by law but necessary for trading and port entry.
2. Issuing Authority:
   • Statutory Certificates: Issued by the flag state or recognized organizations on behalf of the flag state.
   • Mandatory Certificates: May be issued by various entities, including classification societies or port authorities.
3. Consequences of Non-compliance:
   • Statutory Certificates: Sailing without these can result in criminal charges.
   • Mandatory Certificates: May result in denied port entry or trading restrictions, but not legal prosecution.
4. Scope:
   • Statutory Certificates: Primarily focus on safety and environmental protection.
   • Mandatory Certificates: Cover a broader range of operational aspects, including trading requirements.

Examples

Statutory Certificates:

• Cargo Ship Safety Equipment Certificate
• International Load Line Certificate
• Cargo Ship Safety Construction Certificate
• Maritime Labour Certificate
• MARPOL Certificates

Mandatory Certificates:

• Certificate of Class
• P&I Insurance Certificate
• Ship Registry Certificate (for some flag states)
• OPA’90 Certificate (for ships not transiting U.S. waters)

Important Considerations

1. The distinction between statutory and mandatory certificates can vary depending on the flag state and the ship’s trading area.
2. Some certificates, like SOLAS certificates, are considered statutory for most ships due to widespread ratification of the convention.
3. Non-mandatory certificates also exist, which are neither required by law nor mandatory for trading but may be issued for specific purposes.
4. Both statutory and mandatory certificates together are often referred to as “trading certificates” as they allow a ship to trade freely.
5. It’s crucial for marine engineers to understand the validity periods, survey requirements, and renewal processes for both types of certificates.

Mandatory Certificates:

Certificates which are required for trading purpose.  Ship’s registry certificate is a mandatory certificate

Statutory certificates:

.statutory certificates    .scert

.certificates to carry .class certificates .list of certificates

Certificates which are required by the law with respect to safety and environment protection that the vessel is required to comply with, are called statutory certificates.

Certificates which are required for trading purpose.  Ship’s registry certificate is a mandatory certificate

The amendments to (MARPOL) were adopted in July 2011.They add a new chapter 4 Regulations on energy efficiency for ships to MARPOL Annex VI, to make mandatory the Energy Efficiency Design Index (EEDI) for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. 

The amendments to the MARPOL Convention (Annex VI) include:

A system of energy efficiency design indexing for new ships to reduce CO2 emission. The IMO EEDI will lead to approximately 25-30% emission reductions by 2030 compared to ‘business as usual’.

A template for a Ship Energy Efficiency Management Plan (SEEMP) for use by all ships. The SEEMP allows companies and ships to monitor and improve performance with regard to various factors that may contribute to CO2 emissions.

IMO 2020 – cutting sulphur oxide emissions

On 1 January 2020, a new limit on the sulphur content in the fuel oil used on board ships came into force, marking a significant milestone to improve air quality, preserve the environment and protect human health.

Known as “IMO 2020”, the rule limits the sulphur in the fuel oil used on board ships operating outside designated emission control areas to 0.50% m/m (mass by mass) – a significant reduction from the previous limit of 3.5%. Within specific designated emission control areas the limits were already stricter (0.10%). This new limit was made compulsory following an amendment to Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL)

Use of Low sulphur fuel oil: It is expensive but most commonly used method to comply with Annex VI of MARPOL while entering emission controlled Area or ECA.

Exhaust Gas Scrubber Technology: The exhaust gas from the engine is passed through the scrubber tower where a liquid is showered over it. Fresh water blended with caustic soda (NaOH) is used as a scrubbing liquid which reduces the SOx to 95%. The scrubbing water is then sent to a water treatment effluent emulsion breaking plant after which it can be discharged overboard.

Cylinder Lubrication: Good quality cylinder lubrication along with efficient control systems such as Pulse or Alpha lubrication systems can neutralise the sulphur in the fuel and reduce SOx emissions from the engine.

Alternate fuel: LNG, LPG, BIO fuel

CII is an operational efficiency indicator that measures a vessel’s carbon intensity over time. It regulates the real-life CO2 emissions from ships and applies to cargo, RoPax, and cruise vessels above 5,000 GT trading internationally from January 1, 2023[1].

Key Features

• Measures CO2 emissions in grams per cargo-carrying capacity and nautical mile
• Annual reporting based on actual fuel consumption
• Ships receive an annual rating from A (best) to E (worst)
• Rating thresholds become increasingly stringent towards 2030

CII Calculation

The formula for CII is:

CII = CO2 Emission / (Dead weight × Distance Sailed)

CII Ratings

Note: C rating is the minimum acceptable rating[1].

Methods to Improve CII Rating

Improvement Methods

• Slow steaming
• Using slide type fuel valves
• Implementing eco nozzles
• Engine derating
• Low load optimization tuning

Deterioration Suppression Methods

• Chief load limiter
• Auto speed reduction in rough seas
• Auto engine load control
• Adaptive sea condition control governor
• PMI auto tuning

.Carbon Intensity Indicator (CII) .cii

CII or Carbon intensity indicator is an in-service/operational efficiency indicator that measures a vessel’s carbon intensity over time. The CII regulates the operational or real life of CO2 emissions from ships. It is based on the annual fuel oil consumption, and from 1st January 2023, all ships will have to report their CII each year based on their actual fuel oil consumption. The CII requirements will take effect from 2023 for all cargo, RoPax, and cruise vessels above 5,000 GT trading internationally. The CII helps measure how efficiently ships transport goods or passengers. Its value is given in grams of CO2 emitted per cargo-carrying capacity and nautical mile. At the end of the year, the ship is given an annual rating ranging from A to E, A being good, and E requires changes in the plan to achieve a better rating. The rating thresholds will become increasingly stringent towards 2030.While the EEXI is a one-time certification based on the technical measures and targeting design parameters, the CII addresses the actual emissions and is implemented while the ship is in operation.

Calculation of CII

A ship’s CII is calculated as the ratio of the total mass of CO2 emitted to the entire transport work undertaken in a calendar year. A vessel’s performance rating is determined by comparing a ship’s operational carbon intensity performance with the average performance of others ships of the same type.

CII= Co2 Emission / (Dead weight X Distance Sailed)

Responsibility for CII

Ship managers or operators must decide on ships’ carbon intensity profiles and create an optimized Ship Energy Efficiency Management Plan (SEEMP) by the end of 2022. Other options for technical and operational improvements are to be considered, which may include –

switching to low-carbon fuels,

limiting engine loads, reducing speed,

retrofitting vessels with energy-efficient technology, etc.

The essential purpose of the EEXI and CII is to create a mindset among maritime industry stakeholders to focus on the ongoing improvements to drive down onboard carbon emissions.

What is a CO2 reduction rating?

Similar to Required and Attained EEDI, we have Required and Attained CII. Whatever CII value the ship will attain at the end of 2023 in comparison with 2019 data, it will be rated annually from A to E, where A is the best rating and E will be considered unacceptable, and the SEEMP III needs revision and improvement. C rating in the chart is the acceptable mark and the required minimum rating. The required CII, and thereby the rating thresholds, will be reduced yearly. The reduction rates are set for 2023 to 2026, and subsequent reduction factors will be set during a review in 2025.The ratings are:

• A – Major superior
• B – Minor superior
• C – Moderate
• D – Minor inferior
• E – Inferior performance

CII rating improvement method

Actual fuel consumption is used to calculate the CII rating evaluation. Reducing fuel consumption per transport distance will improve the CII rating. To improve fuel consumption efficiency following methods can be used.

Improvement method:

✓ Slow steaming
✓ Slide type fuel v/v use (Improve Spray & Combustion condition under 40% load)
✓ Eco nozzle use (atomizer design)
✓ Eco com (increasing cylinder pressure under 60% load)
✓ E-VIT (increasing cylinder pressure under 75% load)
✓ Engine derating (MCO derating) (MCO : Manufacturer’s Certificate of Origin)
✓ Low load optimization tuning (Optimizing the Engine performance in Low Load Range)

Deterioration suppression method:

✓ Chief load limiter (Rough Weather- Limit the M/E Load)
✓ ASR (rough sea auto speed reduction)
✓ ALC (auto engine load control when hull resistance increase)
✓ Adaptive sea condition control governor (Automatic Control mood according to Sea Condition)
✓ PMI auto tuning (Online PMI) (Automatic CyI pressure Measurement / Controlling Function) (PMI : Performance Measurement Indicator)

Ans:    Adding a new chapter 4 to MARPOL Annex VI to make mandatory to EEDI for new ship and the SEEMP for all ships.

EEDI:- Energy Efficiency Design Index has been developed by the IMO primarily applicable to all new ships of 400 GRT and above and enters into force 1^st Jan 2013 to control the CO2 emission from ship. IMO aims to improve the energy efficiency of ship via mandatory implementation of EEDI.

The EEDI is essential measure of efficiency of ship in transportation such that maximum cargo carried with minimum fuel consumption and minimum CO2 emission will give a vessel good index.

Present EEDI reference line = 3.542 gm CO2/ton mile

Empirical formula for the EEDI  

EEOI:  The Energy Efficiency Operational Indicator uses as a monitoring tool. The EEOI enables operators to measure the fuel efficiency of a ship in operation and to gauge the effect of any changes in operation, e.g.

improved voyage planning or

more frequent propeller cleaning, or

introduction of technical measures such as waste heat recovery systems or a

new propeller.

EPL:

Limiting engine power so that ships can not burn more fuel to obtain higher speed.

Of course there will be a override mechanism in case of emergency.

.eexi

The Energy Efficiency existing ship Index (EEXI) is a new IMO regulation that will apply to ships from 1st January 2023. It aims to reduce CO2 emissions of existing vessels by setting minimum requirements for technical efficiency.

The EEXI must be calculated for all cargo and cruise vessels above 400 GT under MARPOL Annex VI. A required EEXI is applicable for all cargo and cruise vessels above a certain size threshold, depending on the ship type.

The required EEXI is based on the EEDI reference lines. This, in most cases, is equal to the required EEDI in Phase 2 or 3.

The EEXI Technical File:

→ contains the details and processes to verify compliance with EEXI,

→It must be approved.

The International Energy Efficiency Certificate re-issued by the flag administration or Recognized Organization at the first annual survey after 1 January 2023 at the latest.

Required EEXI

The required EEXI value is determined

→ by the ship type,

→ the ship’s capacity and

→ principle of propulsion and

It is the maximum acceptable attained EEXI value.

The attained EEXI must be calculated for the individual ship, which falls under the regulation.

Recommendation for achieving the EEXI certification

The GHG reduction goal of the International Maritime Organization (IMO) is to reduce greenhouse gas emissions by 40 percent until 2030 and subsequently by another 50 percent until 2050. The shipping companies/ ship operators must have improvement measures to achieve these targets.

Here are the technical methods to achieve the EEXI norms:

● Engine power limitation: ~37%.

● Change in fuel type from marine diesel oil (MDO) to liquefied natural gas (LNG): 25%

● Propeller retrofit with MMG-Redesign propeller 10%

● Installation of a shaft generator: 5.6%

EEDI & SEEMP

The Energy Efficiency Design Index (EEDI) was made mandatory for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships at MEPC 62 (July 2011) with the adoption of amendments to MARPOL Annex VI (resolution MEPC.203(62)), by Parties to MARPOL Annex VI.

This was the first legally binding climate change treaty to be adopted since the Kyoto Protocol(The Kyoto Protocol is an international treaty adopted in 1997 that aimed to reduce the emission of gases that contribute to global warming).

SEEMP:

Ship Energy Efficiency Management Plan is a special tool developed by IMO to measure and control GHG (green house gas) emission. SEEMP was made mandatory for all ships over 400 GRT from 1^st Jan,2013 with the adoption of amendments to MARPOL Annex VI. Its objective is to reduce GHG emission.

Key features: –

1. Energy management policy
2. Enhancement of ship efficiency
3. Reduce the fuel consumption
4. Decrease the GHG emission from ship

How to implement:- It will implement on four steps

1. Planning
2. Implementation
3. Monitoring
4. Self-evaluation and improvement

How to achieve:-It achieved by

1. Speed optimization
2. Weather routine
3. Hull monitoring and maintenance
4. Efficient cargo operation
5. Electric power management

SEEMP Part 1:

For ships of 400 GRT and above.

To reduce carbon dio oxide emission of that ship.

4 steps:

Planning – plan for where can save energy

Implementation – implement system to burn less fossil fuel.

Monitoring – monitor and calculate how much less fuel has been burned.

Evaluation – evaluate effectiveness of the plan and try to do better.

SEEMP Part 2:

Implemented data collection system – DCS.

Annually report fuel consumption data to imo and imo will give a rating.

SEEMP Part 3:

This is an extensive plan to improve carbon intensity indicator rating.

CII Rating is amount of CO2 emitted in grams per cargo carrying capacity and distance travelled.

SEEMP Part 3 in a nutshell

From 2023, ships must calculate the carbon intensity index.

→ A verified SEEMP Part III contains Ship Operational Carbon Intensity Plan.

→ It will serve as the implementation plan for achieving the required CII.

→ This is a dynamic plan. It needs to be amended and revised to achieve the CO2 reduction rating.

→ Unlike SEEMP 1, it needs to be verified by flag or RO.

→ Company needs to verify SEEMP Part 3 in its audits.

Requirement for SEEMP III

● It has to be kept on board from 1 January 2023 to document how you plan to achieve your CII targets

Connection between the SEEMP Part III, DCS and CII

● It should include the methodology used for calculating the CII and how to report it.

● The required CII for the next three years, calculated based on the individual vessel’s specifications

● A 3-year implementation plan documenting how the required CII will be achieved during the next three years, with yearly targets

● Procedures for self-evaluation and improvement.

● Corrective action plan in case of inferior rating.

● Collecting annual fuel data from 1 January to 31 December

Suppose a ship gets an E rating in any year or a D rating for three consecutive years. In that case, it is necessary to complete a corrective action plan in the SEEMP III and obtain confirmation from the Administration or an RO.

● Verification of the reporting data, including the CII rating result, and issuance of a Statement of Compliance by the Administration or an RO

● Company audits on SEEMP Part III within six months after issuing the Statement of Compliance.

It should also be noted that the new SEEMP III comes in addition to the SEEMP I and SEEMP II and will be handled as a separate document.

DCS or data collection system

It is a requirement, which is already in force, for all ships of 5,000 gross tonnages and above to collect consumption data for each type of fuel oil they use.

Ships will have a SEEMP part II which should include a description of the methodology that will be used to collect the data and the processes to report the data to the ship’s flag State.

• Bulb operating. red- 68°C, yellow- 79°C, Green- 93°C
• At least 2 source of power for Seawater pump, alarm and detection system and Fresh water pump
• Sprinkler must be resistant to corrosion
• Each section not to contain more than 200 sprinkler head,
• Each sprinkler must be sufficient to cover area of 16 ㎡
• Farthest sprinkler head not less than 4.8 bar pressure
• Gauge should be provided at each section and central station
• Paint locker room must have sprinkler connected to fire main pump

Hyper mist firefighting system

• Protect spaces, M/E, A/E, purifier room, incinerator, boiler platform
• Activation give visual and audible alarm.

.co2 system   .co2s .co2 system regulation .co2 regulation

Requirements of CO2 Flooding System

.co2r

1. Discharge requirement is,

 at least 50% of CO2 discharge to be carried out in 1 minute and at least 85% discharge in 2 minutes.

2. Capacity of CO2 in the system to be,

• 30% of the gross volume of the largest protected cargo space,
• 40% of the gross volume of machinery space excluding engine casings,
• 35% of the gross volume of machinery space including engine casings for vessels GT < 20000.

Total amount of CO2 cylinders depends on the highest gross volume according to machinery space and cargo space volume.

• 2 separate control must be provided, one to open distribution valve and other to release the gas
• Safety procedures must be there against unauthorized use of the system.
• Machinery space to be fitted with audio-visual alarm and ventilation blower trip.
• Alarm must trigger well before operation of CO2 flooding system.
• Permanent piping arrangements should be made.
• Manifold, distribution piping to be pressure tested. to 122 bar
• Diameter of associated pipe lines in the system should not be less than 20 mm.
• Copper and flexible pipes are allowed between CO2 cylinder and common manifold.
• Distribution pipes to cargo spaces should not pass through engine room.
• All stop valves to be checked every month to ensure their working and position.
• The CO2 flooding system installation to be checked monthly for any leakages.
• All control valves to be tested annually.

CO2 room requirements

.co2rr   .co2 room

In CO2 flooding system, carbon dioxide bottles are placed in a separate room called CO2 room. The requirements for location, accessibility, use and ventilation of CO2 storage spaces as per IMO are:

• Spaces for storage of cylinders or tanks for extinguishing gas should not be used for other purposes.
• These spaces should not be located in front of the forward collision bulkhead.
• Access to these spaces should be possible from the open deck.
• Spaces situated below the deck should be directly accessible by a stairway or ladder from the open deck.
• The space should be located no more than one deck below the open deck.
• Spaces where entrance from the open deck is not provided or which are located below deck are to be fitted with mechanical ventilation.
• The exhaust duct (suction) should be lead to the bottom of the space.
• Such spaces should be ventilated with at least 6 air changes per hour.

CO2 bottle requirements

.co2br

• stamped pressure at 52 bar
• bursting disc rapture at 177 – 193 bar at 63°C
• hydraulically tested to 228 bar
• level tested by weighing or radioactive level detection,
• recharge if 5% lost,
• have both manual and auto operation
• clamped against movement
• if more than 10 years, require internal and external exam
• Store in temperature less than 55°C.

Class of fire, A, B, C, D

Class A – combustible material; not use CO2

Class B – oil fires; not use water

Class C – electrical fire; only can use dry powder and CO2

Class D – metal fire; only can use dry powder

.scba regulation  .scbar .self contained breathing apparatus .self cont

SOLAS regulation for SCBA are:

1)      The capacity of air bottle should be at least 1200 liters.

2)      It should be capable of working 30 minutes & provided with one face mask.

3)      Fire proof line with the snap hook of at least 3 meters should be there and must have

          enough length to reach any part of the space to be entered. The line should have a

          breaking strength of 500 kg.

4)      Adjustable safety belt or harness made of fabric.

5)      It must have a by- pass valve.

6)      It should have a pressure gauge with an anti bursting orifice in a high pressure air supply system.

7)      Maximum weight should not increase above 19 kg including lifeline, safety belt, and harness.

8)      Spare cylinders should be available of full 2400 liters of free air.

9)      For ships carryings 5 sets or more, the total spare capacity of free air is 9600 liters or if charging facility is available, free air is 4800 liters.

10)   It must give an audible warning when 20 % of air is left in the bottle.

11)   Operating instructions should be present near the apparatus.

12)   Marking of maker & year of manufacturer.

13)   Maximum pressure should about 180-200 bars.

14)   SCBA cylinders should be hydraulic pressure tested at intervals not exceeding 5 years and hydrostatic test date must be permanently marked on the bottles.

Emergency Fire Pump Installation Requirements

Ship Types and Sizes:

• Passenger ships: 1000 GRT and above
• Cargo ships: 2000 GRT and above

Power Source:

• Self-cooled compression ignition engine or
• Electric motor powered by an emergency generator

Location and Setup:

• Outside machinery space
• Not part of the engine room
• Independent suction arrangement
• Total suction head ≤ 4.5 meters under all conditions

Operational Specifications

Pump Capacity:

• Minimum 25m³/hr
• Deliver two ½ inch bore jets of water
• Horizontal throw of the jet is ≥ 40 ft

Suction Valve:

• Remotely operated or always kept open

For Above-Water-Level Installation:

• Priming arrangement required

Additional Requirements

For Motor-Driven Pumps:

• Heating arrangement supplied from emergency switchboard

For Engine-Driven Pumps:

• Fuel tank capacity: Run pump at full load for ≥ 3 hours
• Separate reserve fuel tank outside engine room
• Manual/battery/hydraulic start type
• Operable by one person

Safety Measures

• Independent suction arrangement
• Priming system for above-water installations
• Remote operation or always-open suction valve

.fire fighting .firefighting

There are 4 main categories of FFA.

1) Portable Extinguisher

• CO2
• Water
• Foam
• Dry powder

2) Fixed firefighting system

• CO2 battery
• Water sprinkler
• Foam
• Hyper mist

Portable Fire Extinguisher:

.pfe .portable fire extinguisher

SOLAS requirements for Portable firefighting equipment on board:

• Min capacity of powder and C02 is 5kg.

• Min capacity of foam is 91.

• Max mass of all portable not to exceed 23kg and shall have a fire fighting capacity of a 9L liquid extinguisher.

• Accommodation spaces, service spaces and control stations to be provided with  PFE.

• 1OOO GRT + must have at least 5 PFE.

• Extinguisher intended to be used in a space must be near its entrance.

• C02 not to be placed in accommodation spaces.

• Spare charges to be available for 100% of the first 10 and 50% of the remaining.

Max spare charges to be 60. Same stats for non rechargeable.

2)      Fireman outfit

.fire man outfit   .fmo .fireman outfit regulation .firefighting suit regulation .fire fighting regulation

.outfit regulation

Regulation for Fireman Outfit

As per SOLAS the minimum number of fire fighter outfit required on board are as follows:-

All ships shall carry at least two fireman’s outfits complying with the requirements.

1. For ship between 500-2500 tons, minimum two sets are required.
2. For ship between 2500-4000 tons, minimum three sets are required.
3. For ships, 4000 tons and above minimum four sets are required.

The fire fighter outfit is stored in the fire control room and in places that are easily accessible during emergencies.

• A minimum of two two-way portable radiotelephone (VHF) apparatus for each fire party for fire-fighter’s communication shall be carried on board.
• Those two-way portable radiotelephone apparatus shall be of an explosion-proof type or intrinsically safe.
• To be consist of following
  • Rigid helmet
• • Waterproof & heat resistance protective clothing
• • Electrically nonconductive boots and gloves
• • SCBA set
• • Fire proof life line
• • Belt for carrying auxiliary
• • Axe with insulated handle
  • Battery operated safety lamp

4) Emergency fire pump

.emergency fire pump regulation .fire pump regulation

.emcy fire pump regulation   .efpr

  Regulation for emergency fire pump

• Emergency fire pump to be provided in Passenger ships of 1000 grt and above 
• Emergency fire pump to be provided in cargo ships of 2000 grt and above
• The emergency fire pump must be driven by a self-cooled compression ignition engine or by an electric motor powered from an emergency generator
• In a motor-driven emergency fire pump, a heating arrangement must be provided which is also supplied from the emergency switchboard power
• For engine driven pump, the fuel tank capacity should be such that the engine can run the pump at its full load for at least 3 hrs
• It must be located outside the machinery space, in a compartment not forming the part of the engine room
• The emergency fire pump must be provided with its independent suction arrangement and the total suction head should not exceed 4.5 meters under all conditions of list or trim
• The suction valve of the emergency fire pump must be remotely operated or the suction valve is always kept open.
• If the pump is located above the water level, a priming arrangement must be provided to fill the pump casing with water before starting
• The emergency fire pump capacity to be at least 25m3/hr delivering two ½ inches bore jet of water having a horizontal throw not less than 40 ft
• A separate reserve fuel tank to be provided outside the engine room machinery space
• The prime mover engine should be of manual/ battery/ hydraulic start type which can be started and operated by one man

.lsa regulation .lsa reg   .lsar

General requirements of LSA are:

1. To be of proper workmanship and materials, Corrosion resistant, against seawater, sunlight, oil or fungal.
2. Be of highly visible color and to be fitted with reflective material, assist in detection.
3. Clearly marked with approval information and with clear instructions LSA into 3 categories

• general
  • 1. personal
• distress signaling equipment

General LSA:

Life raft:  

.lrr

 PSC check for its structure

• Hydrostatic release unit correctly installed and serviced(up to 4 m water pressure)
  • Launch procedure posted,Clear of obstructionEmbarkation arrangement in good condition
• • Inflated by CO2 gas with small amount nitrogen gas to act as anti-freeze
• • Capable of inflated by 1 person
• • Inflation shall be within 1 minute
• • Carrying capacity of more than 6 person
• • If dropped to water from height of 18 m, will not damage
• • Capable to withstand repeated jump from 4.5 m
  • Location on ship: forward of ship, and embarkation station on port and starboard of ship

Lifeboat:

.lifeboat requirement  .lbr

1. Must have certificate of approval,
2. The people onboard determine the capacity of the lifeboat required on a vessel. The number of lifeboats and life rafts should be enough to accommodate at least 125% of the number of passengers and crew. The lifeboat should not be less than 7.3 m in length. Every ship shall carry at least one lifeboat on either side of the ships, i.e. the port and the starboard.
3. All the equipment described under the SOLAS code must be carried in a lifeboat to ensure survival at sea. The equipment mainly includes freshwater, compass, distress signaling equipment, food and ration and first aid.
4. Capable to be launch and towed when ship is at 5 knots.
5. Withstand drop from water at least 3 m
6. Rescue side impact against hull with speed 3.5 m/s
7. Minimum 1 lifeboat at each side
8. 1 lifeboat can be assigned as rescue lifeboat
9. Gravity davit must work even heel at 15°
10. Lifeboat must be powered by IC engine
11.  Engine shall be operating when the L/B is flooded up to centre line of crank shaft.

LIFEBOAT ENGINE:

1. fuel flash point must not be less than 43°C
2. Lifeboat engines start by batteries or hydraulic.
3. Starting within 2 minutes.
4. Gearbox capable to enable ahead and astern
5. Must be able to operate not less than 5 minutes when lifeboat is out of water
6. Speed 6 Knots/h for not less than 24 hrs. in calm water & Ahead direction with full capacity of person and equipment. (If the L/B is carrying 25% load and pulling a life raft then speed at least 2 knots/h).
7. The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent should not be more than 36m/ min which is controlled by means of centrifugal brakes.
8. The hoisting time for the boat launching appliance should not be less than 0.3 m/sec (18m/min) with the boat loaded to its full capacity.
9. The Lifeboat must be painted in international bright orange color with the ship’s call sign printed on it
10. To avoid rupture and damage, lifeboat maintenance must be done every 3 months by the ship staff to check and repair damage.
11. The engine of a lifeboat must be tested at least for 3 minutes every week.
12. The lifeboat battery which provides lighting to the lifeboat and helps start the engine should be renewed every 2-3 years.  

PSC will check for its structure:

• Hook release gear,
  • On load release gear correct set at required pressure
• • Flooring, no wastage !
• • Inventory not expired.
• • Life boat engine can start within 2 minute, operating instructions clearly posted
  • Lifeboat davit well maintained, wire serviced and launch instruction posted

Line throwing apparatus

1. At least 1 piece onboard
2. Reasonable accuracy
3. Line not easily breakable
4. Kept on bridge with safety pin provided

Breathing apparatus

 Emergency Escape Breathing Device (EEBD)

.eebdr

1. Accommodation min 2 and 1 spare
2. Engine control room: 1
3. Workshop: 1
4. Each platform: 1
5. Service at least 10min
6. Only used to escape from the hazardous area and not used for fire fighting, entering Oxygen deficient area.

Maintenance:

1. check the indicator is green, to ensure no leaks
2. Keep the device case clean
3. Record and check expire date
4. Do not use, but use training piece for training

Personal: LSA

1) Lifebuoy (SOLAS requirement)

.lbr  .lifebuoy

• Carrying capacity for ship length under 100m = 8, 100-150m= 10, 150m-200m = 12, above 200m= 14.
• Size: inner diameter not less 400mm, outer diameter not less 800mm

! Accessories:

• a) Retro reflective tape,
• b) Grab line, tensile strength 5kN
• d) Buoyant life line,
• c) Self-igniting light
• Do not sustain burning or continue melting after full enveloping with fire for 2 seconds;
• Installed in such a way as to withstand falling into water from the height at which it is laid above the waterline.
• Port of registry of ship marked on lifebuoy.

Life jacket

.ljr

PSC checks correct number at correct location with marking

• Carrying minimum capacity; each person onboard have personal lifejacket + additional for watch keeper +5% extra at muster station.
• Worn: should be worn in 1 minute without any assistance, comfortable to wear
• Jump: capable to jump from height of 4.5 m into water without injury
• Buoyancy: should not reduce by more than 5% after 1 day in fresh water.
• Not sustain burning or melt if catch fire for 2 sec.
• Come with reflective tape, whistle, and manual igniting light.
• Have a luminous intensity of not less than 0.75 cd in all directions of the upper hemisphere.
• Have a source of energy capable of providing a luminous intensity of 0.75 cd for a period of at least 8 hours;
• Be visible over as great a segment of the upper hemisphere as is practicable when attached to a lifejacket.
• Be of white color. If the light referred above is a flashing light it shall, in addition:
• Be provided with a manually operated switch; and
• Flash at a rate of not less than 50 flashes and not more than 70 flashes per min with an effective luminous intensity of at least 0.75 cd.

3) Thermal protective aid

• Have thermal conductance of not more than 7800 W/m^2.K ( watt.meter kelvin)
• Capable of unpacked and easily donned, Worn:  in 2 minute
• TPAs should function in air temperature between -30 to +20 degrees
• The wearer shall be able to remove the TPA in water within 2 minutes if it impairs the wearer’s ability to swim

     4) Immersion suit

• Carrying minimum capacity; each person onboard have personal Immersion suit.
• Worn: should be unpacked and worn in 2 minute without any assistance,
• Cover the whole body except face
• Jump: capable to jump from height of 4.5 m into water without injury
• Not sustain burning or melt if caught fire for 2 sec.
• After wear must be capable to do normal work
• Climb up and down vertical ladder at least 5 m
• The wearer should be able to swim through water for at least 25 meters and board a survival craft
• The suit does not allow the body temperature to drop by more than 1.5 degrees per hour for the first 30 minutes when the water temperature is 5 degrees
• The wearer of the suit, with or without the lifejacket shall be able to turn from a face down position to a face-up position in not more than 5 seconds

     5) Anti-exposure suit

• Worn: should be unpacked and worn in 2 minute without any assistance,
• Cover the whole body except face and hands. Glove and hood provided.
• Equipped with a pocket to portable VHF
• Not sustain burning or melt if caught fire for 2 sec.
• After wear must be capable to do normal work
• Climb up and down vertical ladder at least 5 m
• Able to swim short distance 25 m
• Wearer can turn face down to face up not more than 5 sec
  
  

Distress signaling equipment

1) Emergency position indicating radio beacon. (EPIRB)

• Minimum 1 onboard
• Battery storage of 5 years
• Located on bridge wing
• When activated emit radio signal at least 2 days

2) Search and Rescue Transponder (SART)

• Min 2 onboard
• Made of reinforce plastic ,Self-floating
• SART mounted on bracket can be fixed to bulkhead of ship
• Portable for use or carry to survival craft
• Should have sufficient battery capacity

3) Global maritime distress signaling system (GMDSS)

• Located on bridge
• Main communication of ship and all external communication
• Operated by master and officer in charge

4) Pyrotechnics Rocket parachute type

• 4 per lifeboat and life raft
• Contain in a water resistant case
• Fired vertically, not less than 300 m
• Burn with bright red color
• Expires in 3 year

5) hand flare

• 6 per lifeboat and life raft.
• Contain in a water resistant case
• Burn with bright red color
• Continue to burn immerse in water

6) buoyant smoke signal

• Contained in water resistant case
• Not ignite explosively
• Emit smoke of highly visible color
• Not swamp in seaway
• Continue to emit smoke when submerge

.enclosed space

Enclosed spaces are spaces that have limited openings for entry and exit, inadequate ventilation and are not designed for continuous worker occupancy. The atmosphere in any enclosed space may be oxygen-deficient or oxygen-enriched and/or contain flammable and/or toxic gases or vapours, thus presenting a risk to life.

The new regulation in SOLAS chapter XI-1–  Atmosphere testing instrument for enclosed spaces, requires ships to carry an appropriate portable atmosphere testing instrument or instruments, capable, as a minimum, of measuring concentrations of oxygen, flammable gases or vapours, hydrogen sulphide and carbon monoxide, prior to entry into enclosed spaces

The most common confined spaces onboard ships are cargo holds, chain lockers, cofferdams, water tanks, void spaces, duct keels, fuel tanks, engine crankcases, exhaust and scavenge receivers.

Dangers and hazards associated with enclosed spaces can be –

.dangers of enclosed space

1. Lack of oxygen – the acceptable range of oxygen in an enclosed space is between 19.5% to 23.55. Oxygen in any compartment can reduce due to many factors- rusting of steel parts is the most common one. We all know that rusting is nothing but the process of oxidation-thus oxygen is consumed. Oxygen can also be consumed by activities like hot work, welding or the occurrence of fire.

Inert gases entering the space can also deplete the oxygen content. The remaining traces from discharged cargoes such as iron ore, coal can absorb oxygen.

2. Hazardous vapours– Because of zero ventilation, these enclosed places generate and store toxic gases which are either produced from chemicals stored in the place or leakage from pipelines. If a person enters such a place without taking precautions, he or she may suffer unconsciousness and sometimes even death.

3. Insufficient/no ventilation – there could be high chances of the presence of toxic gases or absence of oxygen, both cases being lethal for man entry.

4. Restricted space– restricted or limited space in any compartment can make rescue attempts from such chambers difficult and challenging. Personnel should understand the layout of an enclosed space before attempting entry.

5. Inadequate lighting.

6. Personal injury due to slips, trips, and fall.

Procedure for Entering an Enclosed Space : Enclosed Space Entry

.enclosed space entry procedure    .esep   .eser

The following are the points that need to be followed before entering an enclosed space:

• Risk assessment to be carried out by a competent officer as enclosed or confined space entry is deficient in oxygen, making it a potential life hazard.
• A list of work to be done should be made for the ease of assessment for e.g. if welding to be carried out or some pipe replacement etc. This helps in carrying out the work quickly and easily.
• Potential hazards are to be identified such as the presence of toxic gases
• Opening and securing has to be done and precaution should be taken to check if the opening of enclosed space is pressurized or not
• All fire hazard possibilities should be minimized if hot work is to be carried out. This can be done by emptying the fuel tank or chemical tank near the hot workplace
• The confined space has to be well ventilated before entering. Enough time should be allowed to establish a ventilation system to ensure that air containing enough oxygen to sustain life is introduced. Ventilation can either be natural or mechanical using blowers.
• Space has to be checked for oxygen content and other gas content with the help of an oxygen analyzer and gas detector. Atmosphere testing instruments should be able to measure the presence of carbon monoxide and hydrogen sulphide. Tests should be carried out at different levels of the enclosed space, the top, middle and the bottom and through as many openings as possible to obtain a representative sample of the atmosphere in the space

.enclosed space hazard

• The oxygen content should read 20% by volume. A percentage less than that is not acceptable and more time for ventilation should be given in such circumstances.
• Enough lighting and illumination should be present in the enclosed space before entering.
• A proper permit to work has to be filled out and a checklist to be checked so as to prevent any accident which can endanger life. A confined space should only be entered with an authorized and issued permit and by a trained and competent person. The permission to work in an enclosed space specifies:
  – The location of the work
  – The nature and limitations of the work
  – Details of the working team and tools to be used
  – Potential hazards
  – Precautions are taken
  – Protective equipment to be used
  – Time of issue and its validity
  – Agreed communication methods and intervals
  – Signature of the person on issuing the permit and on completion of the work
  – Signature of the person who is supposed to enter thus confirming he has been advised on the hazards and the precautions to be observed

• Permit to work is to be valid only for a certain time period. If the time period expires then again new permit is to be issued and the checklist is to be filled out.
• Permit to work has to be checked and permitted by the Master of the ship in order to work in a confined space
• Proper signs and Men at work signboards should be provided at required places so that person should not start any equipment, machinery or any operation in the confined space endangering the life of the people working
• The duty officer has to be informed before entering the enclosed space
• The checklist has to be signed by the person involved in entry and also by a competent officer
• One person always has to be kept on standby to communicate with the person inside the space.
• Effective communication between the people inside the space and the person standing by is vitally important. The communication system must be agreed upon and tested. The standby person must, in turn, be able to communicate with the officer of the watch

.bulkhead class  .bh

.class A bulkhead

Depending on the extent to which bulkheads can retain the fire and smoke to the affected side, they are classified into three categories. The bulkheads are classified as A B & C class.

The classification is based on fire resistance. So, accommodation bulkheads are classified as

1. Class A Bulkhead
2. Class B Bulkhead
3. Class C Bulkhead

Class A division Bulkhead as per SOLAS

.bulkhead regulation .types of bulkhead .bulkhead type

A” class divisions are those divisions formed by bulkheads and decks which comply with the following criteria:

1. They are constructed of steel or equivalent material.
2. They are constructed to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test.
3. They are suitably stiffened and made intact with the main structure of the vessel, such as the shell, structural bulkheads, and decks.
4. They are insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 140’C above the original temperature nor will the temperature at any point including any joint rise more than 180’C above the original temperature with the time listed:

Class B division Bulkhead as per SOLAS

‘‘B’’ class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply with the following criteria:

1. They are constructed of approved non-combustible materials and all materials used in the construction and erection of “B” class divisions are non-combustible, with the exception that combustible veneers may be permitted provided they meet other appropriate requirements.
2. They are constructed so as to be capable of preventing the passage of flame to the end of the first half-hour (30 mins) of the standard fire test.
3. They have an insulation value such that the average temperature of the unexposed side will not rise more than 140 degrees C above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225 degrees C above the original temperature, within the time listed below: 

Class C division Bulkhead as per SOLAS

• C” class divisions are divisions constructed of approved non-combustible materials. They need to meet neither requirements relative to the passage of smoke and flame nor limitations relative to the temperature rise.
• Combustible veneers are permitted provided they meet the requirements.

The Administration required a test of a prototype division in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise.

IMO Symbol A Class Division  IMO Symbol B Class Division 

International shore connection

.isc

The international shore coupling SOLAS requirement under Chapter II-2, regulation 19 says; ships above 500 tons gross tonnage and upwards must have at least one international shore connection.

The international shore connection flange has a standard size and is same for all the countries and ships to ensure that if the ship faces an emergency out of the home port, firefighting assistance from any port is always available

This international shore connection flange is generally kept at a convenient and accessible location (Bridge or in Fire locker) of a ship so that in case of an emergency it is readily available and used.

The connection should be made up of steel or other suitable material and shall be designed for 1.0 N/mm2 services. The flange should have a flat surface on one side and another side should be permanently connected or attached to a coupling that can be easily fitted to ships hydrant and hose connection.

Both ships international shore connection flange is connected together with bolts and each ship fire hydrant is connected to their respective fire main.

Watertight Bulkheads In Ships: Construction and SOLAS Regulations

The safety of a ship in damaged condition is majorly dependent on the strength and integrity of its watertight bulkheads. There are a lot of factors that go into deciding the position of watertight bulkheads in a ship, and designing them structurally.

Watertight bulkheads are vertically designed watertight divisions/walls within the ship’s structure to avoid ingress of water in the compartment if the adjacent compartment is flooded due to damage in ship’s hull.

The position of the bulkheads along the length of the ship is primarily decided by the results of flood-able length calculations during the assessment of damaged stability of the ship. However, once their positions are fixed, there are a lot of factors coming into play, for example: types of watertight bulkheads, their uniqueness based on their position, structural design, etc.

Collision Bulkhead

.collision bulkhead .cbr

A collision bulkhead is the forward-most bulkhead in a ship. The collision bulkhead is a heavily strengthened structure, its main purpose being limiting the damage of a head-on collision. collision bulkhead is watertight bulkhead. It is stiffened by triangular panting stringers.

The final position of the collision bulkhead is decided on the factors below-

Factor 1: Position based on flood-able length calculations.

Factor 2: Position based on the classification society code books.

Factor 3: Position based on SOLAS rule,

which states that

As per SOLAS rules,

• the collision bulkhead should be located aft of the forward perpendicular at a distance not less than 5 percent of the ship’s length of the ship or 10 meters (whichever is less). The distance must also not exceed 8 percent of the ship’s length.
• However, the position of the collision bulkhead should be such that maximum cargo storage volume is achieved.
• The collision bulkhead must be watertight upto the bulkhead deck. A bulkhead deck is basically the deck level upto which all the watertight bulkheads are extended.
• There must be no doors, manholes, access hatches, ventilation ducts or any openings on the collision bulkhead below the bulkhead deck.
• However, the bulkhead can only have one pipeline for pumping to and from forepeak ballast tank.
• The passage of the pipe must be flanged and must be fitted with a screw-down valve which can be remotely operated from above the bulkhead deck. This valve is usually located forward of the collision bulkhead. However, the classification society certifying the ship may authorise a valve aft of the bulkhead provided it is easily serviceable at any condition, and is not located in the cargo area.
• For providing access to chain locker room and the forward part of the bulkhead, steps may be provided on the collision bulkhead.
• In case of ships having superstructures at the forward region, the collision bulkhead is not terminated at the bulkhead deck. It must be extended to the deck level next to the weather deck.
• If the collision bulkhead is extended above the freeboard deck, the number of openings on the bulkhead should be restricted to a minimum in order to ensure sufficient buckling strength. All the openings should be watertight.

.watertight door

.wtr tight door .wtd

Watertight as defined in SOLAS is: capable of preventing the passage of water in any direction under the head of water – that is likely to occur in intact and damaged conditions.

it can withstand water pressure from both sides. They are designed to withstand continuous submersion and are therefore located below waterline like shaft tunnels, ballast tanks, bow thruster compartments etc.

Depending upon the construction

Hinged type: A door having a pivoting motion about one vertical or horizontal edge.

Sliding type: A door having a horizontal or vertical motion generally parallel to the plane of the door, powered by hydraulic cylinders or electric motors.

Solas Regulations Regarding Closure of Watertight Doors

(As per Solas regulation, SOLAS chapter II-1, watertight doors from regulation 14 to regulation 25)

1. All the power operated doors must be capable of closing simultaneously from bridge and Ship Control Center (SCC). Door Closing time not more than 60 seconds when the ship is in an upright condition.

2. The door shall have an approximate uniform rate of closure under power. The closure time, from the time the door begins to close to the time it closes completely, shall be in no case less than 20 seconds or more than 40 seconds with the ship in an upright condition.

3. In case of hand operation of the door, during a power failure, the door must be closed within 90 seconds.

4. Power-operated sliding doors shall be capable of closing with the ship listed to 15 degrees either side.

5. Power-operated sliding doors should be provided with a local audible alarm distinct from any other alarm in that area. The alarm shall sound for at least 5 seconds whenever the door is closed remotely. The alarm shall  sound not more than 10 seconds before the door begins to move. The sound should be audible until the door is completely closed.

6. Controls for opening and closing the door should be provided on either side of the door. The door control shall also be provided on the central operating console at the bridge. The control handles are located at least 1.6m above the floor on passenger ships.

7. Visual indicator for the door “closed or open” provided in navigation bridge. A red light indicates a door is fully open and a green light indicates that the door is fully closed.

8. The direction of movement should be clearly indicated and displayed at all operating positions.

9. There is also a secondary control station above the bulkhead deck, so that the powered watertight doors can be closed when local  control cannot be reached due to fire or flooding.

Different Types of Watertight Doors on Ships

TYPE A: This type of doors may be left open and are to be closed only during an emergency.

TYPE B: This type of watertight doors should be closed and are made to remain open only when personnel are working in the adjacent compartment.

TYPE C: This type of watertight doors is to be kept closed all the time. It may be opened only for sufficient time when personnel are passing through the door compartment.

TYPE D: This type of watertight doors is not SOLAS compliant. These doors shall be closed before the voyage commences and shall be kept closed during navigation. These doors cannot be upgraded to another category.

Maintenance of watertight door

It is also important to stick to the manufacturer’s maintenance guide. Before any maintenance work is carried out, warning notices should be posted.

• The door should be free from dirt and loose particles. Door frame and gasket should be cleaned routinely. Gaskets can be lubricated with silicone oil.
• Wheels and bearings must be checked for excessive wear and damage. The rails should be cleaned and checked for any damages.
• The hydraulic system should be periodically checked for any leakages. Special attention to be paid to the condition of pumps, hydraulic cylinders, hydraulic hand pump, pipe connections.  The oil level must be checked and refilled if necessary. The hydraulic oil and filter must be replaced as per the ship’s PMS.
• Great care should be taken when the doors or areas near the doors are painted. Avoid painting the rubber gaskets and the piston rods on the cylinders.

• Lubrication of the mechanical parts should be carried out  Mechanical parts include the cleat bolts, the locking device, wheels, lifting cam and arm of the door
• Structural damage in the frame or steel structure should be inspected during routine inspections – watch out for any cracks, indentations or corrosion.
• All doors shall have the clear operating instructions posted on either side of the door. The assigned category whether A, B, C or D as well as their meaning should be marked on both sides of the door. The instructions should be in the ship’s working language and in a legible condition.

Failure in the proper maintenance and operation of watertight doors can draw the attention of Port State Control inspectors and can be a cause of vessel detention.

Missing portions of gaskets, leakage of hydraulic oil, faulty alarms, lack of door closed indication in remote operating positions are some deficiencies that have been observed during the inspection.

watertight door tightness check

Chalk method:

• Watertight hatch cover and watertight doors’ tightness can be check by chalk method or hose methods.
• Apply chalk to watertight flat sealing continuously.
• Close the door tightly, then open
• Check the watertight door sealing.
• If the chalk mark is found continuously around the watertight sealing, then it has water tightness.

Hose method:

• Close the watertight door or watertight hatch cover tightly.
• Hosing with water jet with a pressure of 2 bar and directed to the sealing edges away from 1.5 m.
• There must be no water leak through the other side.
• That door or hatch are good in order for watertight.

1. general appearance and cleanliness of the ship. He can randomly check the garbage bins to get an idea weather garbage management plan is being followed onboard or not. There have been instances where fine was imposed on the ship when PSC inspector found oily rag in a paper bin.
2. oil record book (ORB) for up-to-date entries and can tally with other logs like sounding record book. He may check other Engine room documents like Engine room log book, sounding book, checklist for carrying out hot work, enclosed entry etc. UK port state even demands hour log of staff.
3. Safety equipment is a favourite for PSC. The inspector may check Emergency generator starting and simulation of blackout situation, may try out Emergency bilge suction, emergency compressor and emergency fire pump etc.
4. Life Saving Appliances (LSA) and Fire fighting appliances (FFA) and equipment’s. LSA includes emergency escape breathing device (EEBD), emergency escapes, Water tight doors closing, sounding pipe with self closing weighted cock, signs and ply card showing exit etc. In FFA (Fire fighting appliances) items he may check auto stop of pumps, machineries and ventilation fan from remote place. He may check fixed fire system, fire alarm and detector system and operation of quick closing valve from remote position.
5. alarms and safety trips for Main engine, all alarms and trips for Auxiliary engine and other machineries like compressor, boiler etc. He may also check the lifting of safety valve of a boiler etc.
6. Oily Water Separator (OWS) is a machinery PSC inspector will surely look for. He may check the log stored in the Oil content monitor (OCM) and compare it with ORB and sounding book. United States Coast Guard (USCG) normally removes and checks the discharge pipe of OWS for any oil residue. PSC inspector can ask engine staff to start and run OWS with skin valve open and overboard shut.
7. may thoroughly check bilge tank top for oil and any leakages, all machineries for any type of abnormality and leakage. He will definitely check for any loose and illegal rubber hose and portable pump in Engine room.
8. Steering room is one of the favourite areas of PSC inspector to check for any leakages and abnormality. He may ask any crew member to demonstrate practically the procedure for emergency steering.
9. bulkheads of tanks and ship side for any deformation and temporary repairs. He can inspect sea water, fuel oil or lube oil pipes, coolers, and system and overboard valves for any leakages and temporary repairs.
10. floor plates for any corrosion and thinning of metal. The floor plates should not be slippery and should be properly fixed at a given place. He may check railings at upper and tunnel platform for any loose or broken areas.

.psc checklist

.psc eng