MKD
NOx: regulation applies to engines > 130 kW and not to engines used
solely for the purpose of emergencies, related to the emissions from
the engines. The manufacturer would provide a technical manual for
the engines specifying the settings in order to comply with the
regulations.
NOx emissions are controlled by Tier I, II & III
ECA for NOx
North American
Area
United States
Caribbean Sea ECA
SOx: Relates to the emission due to the sulphur content in the fuel
Under the revised MARPOL Annex VI, the global sulphur cap is reduced
initially to 3.50% effective from 1 January 2012
Then progressively to 0.50% effective from 1 January 2020.
The limits applicable in ECAs for SOx and particulate matter were
reduced to 1.00%, beginning on 1 July 2010
Being further reduced to 0.10 %, effective from 1 January 2015.
As per EU directives the limits applicable are 0.10% in EU ports
Baltic Sea (SOx)
1. Hair line Crack on ship's hull. He asked reporting and how to prevent it from
progressing
What will you do if one cable is not within prescribed strength, suppose spares
cannot be arranged?
Inform administration, dismantle the defective link and rejoin the it.get exemption
or exception for the same frm administration.
4. Crew indiscipline. How to handle as per MS act.
As per MS act Section 196:
a) Entry of offence in official log book and signed by ( master +mate +any crew)
b) Furnish the entry to the offender and same to read out clearly and audibly to
him He may thereupon reply to the above.
c) A statement of a copy of the entry having been so furnished and entry having
been so read over and the reply, if any made by the offendershall likewise be
entered and signed in a manner aforesaid
d) In any subsequent legal proceedings the entries be produced or proved.
8.5 The ship security assessment shall be documented, reviewed, accepted and retained by the
Company.
9 SHIP SECURITY PLAN
9.1 Each ship shall carry on board a ship security plan approved by the Administration. The
plan shall make provisions for the three security levels as defined in this Part of the Code.
9.1.1 Subject to the provisions of section 9.2.1, a recognized security organization may prepare
the ship security plan for a specific ship.
9.2 The Administration may entrust the review and approval of ship security plans, or of
amendments to a previously approved plan, to recognized security organizations.
9.2.1 In such cases the recognized security organization, undertaking the review and approval
of a ship security plan, or its amendments, for a specific ship shall not have been involved in
either the preparation of the ship security assessment or of the ship security plan, or of the
amendments, under review.
9.3 The submission of a ship security plan, or of amendments to a previously approved plan,
for approval shall be accompanied by the security assessment on the basis of which the plan, or
the amendments, have been developed.
9.4 Such a plan shall be developed, taking into account the guidance given in part B of this
Code and shall be written in the working language or languages of the ship. If the language or
languages used is not English, French or Spanish, a translation into one of these languages shall
be included. The plan shall address, at least, the following:
.1 measures designed to prevent weapons, dangerous substances and devices
intended for use against persons, ships or ports and the carriage of which is not
authorized from being taken on board the ship;
.2 identification of the restricted areas and measures for the prevention of
unauthorized access to them;
.3 measures for the prevention of unauthorized access to the ship;
.4 procedures for responding to security threats or breaches of security, including
provisions for maintaining critical operations of the ship or ship/port interface;
.5 procedures for responding to any security instructions Contracting Governments
may give at security level 3;
.6 procedures for evacuation in case of security threats or breaches of security;
.7 duties of shipboard personnel assigned security responsibilities and of other
shipboard personnel on security aspects;
.8 procedures for auditing the security activities;
.9 procedures for training, drills and exercises associated with the plan;
SOLAS/CONF.5/34
ANNEX 1
Page 12
I:\CONF\SOLAS\5\34.DOC
.10 procedures
(ISPS Code: INTERNATIONAL CODE FOR THE SECURITY OF SHIPS
AND OF PORT FACILITIES)
Ship security plan means a plan developed to ensure the application of measures
on board the ship designed to protect persons on board, cargo, cargo transport
units, ship.s stores or the ship from the risks of a security incident.
What is ESP?
Basically, close up examinations of the welded attachments of side shell frames in
selected holds and extensive thickness measurement carried out by IACS member
societies.
Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil
Tankers (ESP) referred to in MARPOL Regulation 13G which applies to crude oil
tankers of 20000 dwt and above and product carriers of 30000 dwt and above. This
enhanced survey requirement has undoubtedly improved the safety performance of
those ships which have now been subjected to more rigorous inspection.
Substantial corrosion: corroded structure with a diminution of between
75% and 100 %of the maximum allowed for the structural component
concerned .
How to know your ship was requied to have enhanced surveys:-The class
notation wud include the ESP notation ESP
What are its salient features?
1.
2.
3.
4.
5.
6.
7.
Survey planning
Document file onboard
Improved procedure for thickness measurement
Harmonization between dry-dock and renewal surveys
Extended intermediate surveys
Possible annual examination of tanks and spaces
Phase out of continuous hull survey arrangemnts
records from the internal audits performed by the Company ashore and on board.
Ground tackle can be used for refloating a shipas it gives best mechanical
advantage.
It can be used in two ways:1 ) active ground tackleship comes off with its
own power with two anchors in tandom(2) passive ground tacle---salvage
barge made fast to ship in ballast condition start deballasting in high water ,
thr pull-off of the wire causes the ship to come off the ground.
It gives best mechanical advantage
In case of swell the tug will pitch and cause strain on the wire
Ground tackle can be used even in high swell.
veer cable or heave until a shackle is situated on to the howse pipe upper lif
pass a 20~ 24 mm wire rope throughthe cable forward of the shackle and
both end heave taut and made fast preferably on separate bits
the cable is used
( i explained the procedure wt is given in danton he added that at the end of the
chain we should connect a buoy to locate the position of the chain n anchor)
5. plans required for drydock....
Capacity plan
Piping arrangement plan
LSA plan
General arrangement plan
Invasive aquatic species present a major threat to the marine ecosystems, and shipping has been
identified as a major pathway for introducing species to new environments. The problem increased as
trade and traffic volume expanded over the last few decades, and in particular with the introduction of
steel hulls, allowing vessels to use water instead of solid materials as ballast. The effects of the
introduction of new species have in many areas of the world been devastating. Quantitative data show the
rate of bio-invasions is continuing to increase at an alarming rate. As the volumes of seaborne trade
continue overall to increase, the problem may not yet have reached its peak.
However, the Ballast Water Management Convention, adopted in 2004, aims to prevent the spread of
harmful aquatic organisms from one region to another, by establishing standards and procedures for the
management and control of ships' ballast water and sediments
Under the Convention, all ships in international traffic are required to manage their ballast water and
sediments to a certain standard, according to a ship-specific ballast water management plan. All ships will
also have to carry a ballast water record book and an international ballast water management certificate.
The ballast water management standards will be phased in over a period of time. As an intermediate
solution, ships should exchange ballast water mid-ocean. However, eventually most ships will need to
install an on-board ballast water treatment system.
A number of guidelines have been developed to facilitate the implementation of the Convention.
The Convention will require all ships to implement a Ballast Water and Sediments Management Plan. All
ships will have to carry a Ballast Water Record Book and will be required to carry out ballast water
management procedures to a given standard. Existing ships will be required to do the same, but after a
phase-in period.
Parties to the Convention are given the option to take additional measures which are subject to criteria set
out in the Convention and to IMO guidelines
The Convention is divided into Articles; and an Annex which includes technical standards and
requirements in the Regulations for the control and management of ships' ballast water and sediments.
General Obligations
Under Article 2 General Obligations Parties undertake to give full and complete effect to the provisions of
the Convention and the Annex in order to prevent, minimize and ultimately eliminate the transfer of
harmful aquatic organisms and pathogens through the control and management of ships' ballast water
and sediments.
Parties are given the right to take, individually or jointly with other Parties, more stringent measures with
respect to the prevention, reduction or elimination of the transfer of harmful aquatic organisms and
pathogens through the control and management of ships' ballast water and sediments, consistent with
international law. Parties should ensure that ballast water management practices do not cause greater
harm than they prevent to their environment, human health, property or resources, or those of other
States.
Reception facilities
Under Article 5 Sediment Reception Facilities Parties undertake to ensure that ports and terminals where
cleaning or repair of ballast tanks occurs, have adequate reception facilities for the reception of
sediments.
All possible efforts shall be made to avoid a ship being unduly detained or delayed (Article 12 Undue
Delay to Ships).
Technical assistance
Under Article 13 Technical Assistance, Co-operation and Regional Co-operation, Parties undertake,
directly or through the Organization and other international bodies, as appropriate, in respect of the
control and management of ships' ballast water and sediments, to provide support for those Parties which
request technical assistance to train personnel; to ensure the availability of relevant technology,
equipment and facilities; to initiate joint research and development programmes; and to undertake other
action aimed at the effective implementation of this Convention and of guidance developed by the
Organization related thereto.
includes a detailed description of the actions to be taken to implement the Ballast Water Management
requirements and supplemental Ballast Water Management practices.
Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast water is taken on
board; circulated or treated for Ballast Water Management purposes; and discharged into the sea. It
should also record when Ballast Water is discharged to a reception facility and accidental or other
exceptional discharges of Ballast Water
The specific requirements for ballast water management are contained in regulation B-3 Ballast Water
Management for Ships:
Ships constructed before 2009 with a ballast water capacity of between 1500 and 5000 cubic metres must
conduct ballast water management that at least meets the ballast water exchange standards or the ballast
water performance standards until 2014, after which time it shall at least meet the ballast water
performance standard.
Ships constructed before 2009 with a ballast water capacity of less than 1500 or greater than 5000 cubic
metres must conduct ballast water management that at least meets the ballast water exchange standards
or the ballast water performance standards until 2016, after which time it shall at least meet the ballast
water performance standard.
Ships constructed in or after 2009 with a ballast water capacity of less than 5000 cubic metres must
conduct ballast water management that at least meets the ballast water performance standard.
Ships constructed in or after 2009 but before 2012, with a ballast water capacity of 5000 cubic metres or
more shall conduct ballast water management that at least meets the standard described in regulation D1 or D-2 until 2016 and at least the ballast water performance standard after 2016.
Ships constructed in or after 2012, with a ballast water capacity of 5000 cubic metres or more shall
conduct ballast water management that at least meets the ballast water performance standard.
Other methods of ballast water management may also be accepted as alternatives to the ballast water
exchange standard and ballast water performance standard, provided that such methods ensure at least
the same level of protection to the environment, human health, property or resources, and are approved
in principle by IMO's Marine Environment Protection Committee (MEPC).
Under Regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should:
whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest land and
in water at least 200 metres in depth, taking into account Guidelines developed by IMO;
in cases where the ship is unable to conduct ballast water exchange as above, this should be as far from
the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water
at least 200 metres in depth.
When these requirements cannot be met areas may be designated where ships can conduct ballast water
exchange. All ships shall remove and dispose of sediments from spaces designated to carry ballast water
in accordance with the provisions of the ships' ballast water management plan (Regulation B-4).
Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do so
with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships exchanging ballast water
by the pumping-through method, pumping through three times the volume of each ballast water tank shall
be considered to meet the standard described. Pumping through less than three times the volume may be
accepted provided the ship can demonstrate that at least 95 percent volumetric exchange is met.
Regulation D-2 Ballast Water Performance Standard - Ships conducting ballast water management shall
discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in
minimum dimension and less than 10 viable organisms per milliliter less than 50 micrometres in minimum
dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the
indicator microbes shall not exceed the specified concentrations.
The indicator microbes, as a human health standard, include, but are not be limited to:
a. Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100 milliliters
or less than 1 cfu per 1 gram (wet weight) zooplankton samples ;
b. Escherichia coli less than 250 cfu per 100 milliliters;
c. Intestinal Enterococci less than 100 cfu per 100 milliliters.
Ballast Water Management systems must be approved by the Administration in accordance with IMO
Guidelines (Regulation D-3 Approval requirements for Ballast Water Management systems). These
include systems which make use of chemicals or biocides; make use of organisms or biological
mechanisms; or which alter the chemical or physical characteristics of the Ballast Water.
Prototype technologies
Regulation D-4 covers Prototype Ballast Water Treatment Technologies. It allows for ships participating in
a programme approved by the Administration to test and evaluate promising Ballast Water treatment
technologies to have a leeway of five years before having to comply with the requirements.
Review of standards
Under regulation D-5 Review of Standards by the Organization, IMO is required to review the Ballast
Water Performance Standard, taking into account a number of criteria including safety considerations;
environmental acceptability, i.e., not causing more or greater environmental impacts than it solves;
practicability, i.e., compatibility with ship design and operations; cost effectiveness; and biological
effectiveness in terms of removing, or otherwise rendering inactive harmful aquatic organisms and
pathogens in ballast water. The review should include a determination of whether appropriate
technologies are available to achieve the standard, an assessment of the above mentioned criteria, and
an assessment of the socio-economic effect(s) specifically in relation to the developmental needs of
developing countries, particularly small island developing States.
Annex- Section E Survey and Certification Requirements for Ballast Water Management
Gives requirements for initial renewal, annual, intermediate and renewal surveys and certification
requirements. Appendices give form of Ballast Water Management Certificate and Form of Ballast Water
Record Book.
1. Every lifting appliance shall be tested with a test load which shall exceed the safe
working load (SWL) as follows:
SWL Test load
Up to 20 tonnes 25 per cent in excess
20 to 50 tonnes 5 tonnes in excess
Over 50 tonnes 10 per cent in excess
2. In the case of derrick systems the test load shall be lifted with the ships normal tackle
with the derrick at the minimum angle to the horizontal for which the derrick system was
designed (generally 15 degrees), or at such greater angle as may be agreed. The angle at
which the test was made should be stated in the certificate of test. After the test load has been
lifted it should be swung as far as possible in both directions.
2.1 The SWL shown is applicable to swinging derrick systems only. When derricks
are used in union purchase the SWL (U) is to be shown on Form 2 (U).
2.2 In the case of heavy derricks, care should be taken to ensure that the appropriate
stays are correctly rigged.
3. In the case of cranes, the test load is to be hoisted, slewed and luffed at slow speed.
Gantry and travelling cranes together with their trolleys, where appropriate, are to be
traversed and travelled over the full length of their track.
3.1 In the case of variable load-radius cranes, the tests are generally to be carried out
with the appropriate test load at maximum, minimum and at an intermediate
radius.
3.2 In the case of hydraulic cranes where limitations of pressure make it impossible to
lift a test load 25 per cent in excess of the safe working load, it will be sufficient
to lift the greatest possible load, but in general this should not be less than 10 per
cent in excess of the safe working load.
4. As a general rule, tests should be carried out using test loads, and no exception should
be allowed in the case of initial tests. In the case of repairs, replacement or when the periodic
examination calls for re-test, consideration may be given to the use of spring or hydraulic
balances provided the SWL of the lifting appliance does not exceed 15 tonnes. Where a
spring or hydraulic balance is used it shall be calibrated and accurate to within 2 per cent
and the indicator should remain constant for five minutes.
4.1 If test weights are not used this is to be indicated in column (3).
5. The expression tonne shall mean a tonne of 1,000 kg.
6. The terms competent person, thorough examination and lifting appliance are
defined in Form No. 1.
Note: For recommendations on test procedures reference may be made to the ILO document
Safety and Health in Dock Work.
Form No. 2 (U)
Identity of national authority or competent organisation
CERTIFICATE OF TEST AND THOROUGH EXAMINATION
OF DERRICKS USED IN UNION PURCHASE
Name of Ship Certificate No. ________
Official Number
Call Sign
Port of Registry
Name of Owner
1. Before being taken into use, the derricks rigged in union purchase shall be tested with
a test load which shall exceed the safe working load (SWL (U)) as follows:
SWL Test load
Up to 20 tonnes 25 per cent in excess
20 to 50 tonnes 5 tonnes in excess
Over 50 tonnes 10 per cent in excess
2. Tests are to be carried out at the approved maximum height of the triangle plate above
the hatch coaming or at the angle between the cargo runners and with the derrick booms in
their working positions, to prove the strength of deck eye plates and the union purchase
system. These heights or angles must not exceed the values shown on the rigging plan.
3. Tests should be carried out using test loads.
4. The expression tonne shall mean a tonne of 1,000 kg.
5. The terms competent person, thorough examination and lifting appliance are
defined in Form No. 1.
Note: For recommendations on test procedures reference may be made to the ILO document
Safety and Health in Dock Work.
Form No. 3
Identity of national authority or competent organisation
CERTIFICATE OF TEST AND THOROUGH EXAMINATION OF LOOSE GEAR
Name of Ship Certificate No. ________
Official Number
Call Sign
Port of Registry
Name of Owner
Distinguishing
number or mark
Description
of loose
gear
Number
tested
Date of
test
Test loaded
(tonnes)
Safe working
load (SWL)
(tonnes)
Name and address of makers or suppliers
Name and address of the firm of competent
person who witnessed testing and carried
out thorough examination
-----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
I certify that the above items of loose gear were tested and thoroughly examined and no
defects affecting their SWL were found
Date: ____________________________ Signature: ________________________
Place: ____________________________
Note: This Certificate is the standard international form as recommended by the International
Labour Office in accordance with ILO Convention No. 152.
Instructions
1. Every item of loose gear is to be tested and thoroughly examined before being put
into use for the first time and after any substantial alternation or repair to any part liable to
affect its safety. The test loads to be applied shall be in accordance with the following table:
Item Test load (tonnes)
Single sheave blocks (see Note 1) 4 x SWL
Multi sheave blocks (see Note 2):
SWL 25 tonnes
25 tonnes < SWL 160 tonnes
SWL > 160 tonnes
2 x SWL
(0.933 x SWL) + 27
1.1 x SWL
Chains, hooks, rings, shackles, swivels, etc.:
SWL 25 tonnes
SWL > 25 tonnes
2 x SWL
(1.22 x SWL) + 20
Lifting beams, spreaders, frames and similar
devices:
SWL 10 tonnes
10 tonnes < SWL 160 tonnes
SWL > 160 tonnes
2 x SWL
(1.04 x SWL) + 9.6
1.1 x SWL
Note: 1. The SWL for a single sheave block, including single sheave blocks with beckets, is
to be taken as one half of the resultant load on the head fitting.
2. The SWL of a multi-sheave block is to be taken as the resultant load on the head
fitting.
2. This form may also be used for the certification of interchangeable components of
lifting appliances.
3. The expression tonne shall mean a tonne of 1,000 kg.
4. The terms competent person, thorough examination and lifting appliance are
defined in Form No. 1.
Note: For recommendations on test procedures reference may be made to the ILO document
Safety and Health in Dock Work.
Form No. 4
Identity of national authority or competent organisation
CERTIFICATE OF TEST AND THOROUGH EXAMINATION OF WIRE ROPE
appliance
SWL of the lifting appliance:
SWL 160 tonnes
SWL > 160 tonnes
104
_____________________________________
various surveys
????????
per side, but this is rare. Bilge keels increase hydrodynamic resistance to rolling,
making the ship roll less. Bilge keels are passive stability systems.
The port State control provisions of ILO 147 (Article 4) provide that a ratifying State
may, on the basis of a complaint or evidence that a ship does not conform to the
standards of the Convention, inspect any foreign ship calling at its ports, regardless
of whether the flag State has ratified ILO 147. This is an innovation because, prior to
the adoption of ILO 147, international rules had almost solely been concerned with
the condition of vessels in relation to any threat they might pose to safety and the
external environment. Earlier, the Port States refrained from intervening in the
internal affairs of ships, such as crew conditions, except as regards safety. The
adoption of ILO 147 in 1976 has widened the scope of international shipping
regulations. An inspection may be made by the port State whenever it obtains
evidence that a ship does not conform to the standards of the Convention or when it
receives a complaint from a member of the crew, or any other person or entity
concerned with the safety of the ship and the well-being of its crew. On the basis of
such evidence or complaint, the port State may prepare a report addressed to the
Government of the flag State, with a copy to the Director-General of the
International Labour Office. In addition, the port State can take action, including
detention, to rectify any conditions on board which are clearly hazardous to safety
or health, even if the ship is registered in a country, which is not bound by the
Convention. In taking such action, the ratifying port State must notify the nearest
maritime, consular or diplomatic representative of the flag State and must, if
possible, have such a representative present. It must not unreasonably detain or
delay the ship.
14 INTERIM CERTIFICATION
14.1 An Interim Document of Compliance may be issued to facilitate
initial implementation of this Code when:
.1 a Company is newly established; or
.2 new ship types are to be added to an existing Document of
Compliance,
following verification that the Company has a safety management system
that meets the objectives of paragraph 1.2.3 of this Code, provided the
Company demonstrates plans to implement a safety management system
meeting the full requirements of this Code within the period of validity of
the Interim Document of Compliance. Such an Interim Document of
Compliance should be issued for a period not exceeding 12 months by the
Administration or by an organization recognized by the Administration or,
at the request of the Administration, by another Contracting Government.
A copy of the Interim Document of Compliance should be placed on
board in order that the master of the ship, if so requested, may produce it
for verification by the Administration or by an organization recognized by
the Administration or for the purposes of the control referred to in
regulation IX/6.2 of the Convention. The copy of the Document is not
required to be authenticated or certified.
14.2 An Interim Safety Management Certificate may be issued:
.1 to new ships on delivery;
2. Carry out an external inspection of the hull and enter the Dry Dock. This final
visit to the dock floor would also encompass the replacing of any tank plugs
that have been drawn. This task should not be deligated to a junior officer as
the Chief Officer must sight all the tank plugs being replaced.
3. The Dry Dock Manager would accompany the ship's Chief Officer on final
inspections and ensure that no vehicles, materials or personnel are remaining
in the dock, prior to commencing any flooding operation.
4. Inform the ship's Master of the expected departure time and the crew would
be engaged in activities to make the vessel ready for sailing. These activities
would include odering the Navigator to plan the ships movement from the
dock, posting the sailing board and cancelling shore leave, placing the engine
room and respective personnel on standby, carrying out checks on all
navigation equipment and making relevant entries into the deck and offical
log books.
5. Ensure that a full set of tank soundings have been taken and that adequate
supplies of fresh water, fuel and lubricating oil are on board to suit the ships
movement needs. These tank quantities would then be applied to a complete
stability check to ensure that the vessel has an acceptable GM once she
floats clear of the keel blocks. Stability checks are the sole responsibility of
the ships personnel and comparison should be made between the entry
soundings when the vessel was last afloat.
6. All hatch covers would be closed up and the watertight integrity of the
uppermost deck assured. Anchors and cables would be heaved up and
stowed correctly aboard the vessel. All pipelines, power lines etc. would need
to be disconnected and relavent manpower should be made available both
ashore and aboard the ship in order to release these safely and at the
appropriate time.
7. Tugs, the marine pilot and linesmen would need to be ordered to standby for
the time of departure. Ships crew would be placed on standby on the fore and
aft ends to tend moorings.
8. Finally, the chief officer would sign the Authority to Flood Certificate. This is
provided that he is satisfied that the Dry Dock Authority has completed the
docking specification and that the ship is in a seaworthy condition. This
certificate should then be completed to allow the flooding of the dock to
commence.
Where the maximum operational load is less than the design load, it should also
be shown on the
marking plate.
3.6 Test
3.6.1 After installation, the winch and the accommodation ladder should be
operationally tested
to confirm proper operation and condition of the winch and the ladder after the
test.
3.6.2 The winch should be tested as a part of the complete accommodation ladder
unit through
a minimum of two times hoisting and lowering of the accommodation ladder in
accordance with
the onboard test requirement specified in applicable international standards such
as
ISO 7364:1983.
3.6.3 Every new accommodation ladder should be subjected to a static load test
of the specified
maximum working load upon installation.
3.7 Positioning
3.7.1 Gangways should not be used at an angle of inclination greater than 30
from the
horizontal and accommodation ladders should not be used at an angle greater
than 55 from the
horizontal, unless designed and constructed for use at angles greater than these
and marked as
such, as required by paragraph 3.5.
3.7.2 Gangways should never be secured to a ships guardrails unless they have
been designed
for that purpose. If positioned through an open section of bulwark or railings, any
remaining
gaps should be adequately fenced.
3.7.3 Adequate lighting for means of embarkation and disembarkation and the
immediate
approaches should be ensured from the ship and/or the shore in hours of
darkness. MSC.1/Circ.1331
ANNEX
Page 3
I:\CIRC\MSC\01\1331.doc
3.8 Rigging (safety net)
A safety net should be mounted in way of the accommodation ladders and
gangways where it is
possible that a person may fall from the means of embarkation and
disembarkation or between
the ship and quayside.
3.9 Verification
Upon installation, the compliance of the entire arrangement with these Guidelines
should be verified.
4 MAINTENANCE
4.1 Accommodation ladders and gangways, including associate winch and fittings,
should be properly maintained and inspected at appropriate intervals as required
by SOLAS
regulation III/20.7.2, in accordance with manufacturers instructions. Additional
checks should
be made each time the accommodation ladder and gangway is rigged, looking out
for signs of
distortion, cracks and corrosion. Close examination for possible corrosion should
be carried out,
especially when an aluminium accommodation ladder/gangway has fittings made
of mild steel.
4.2 Bent stanchions should be replaced or repaired and guard ropes should be
inspected for
wear and renewed where necessary.
4.3 Moving parts should be free to turn and should be greased as appropriate.
4.4 The lifting equipment should be inspected, tested and maintained paying
careful attention
to the condition of the hoist wire. The wires used to support the means of
embarkation and
disembarkation should be renewed when necessary, as required by SOLAS
regulation II-1/3-9.
4.5 Arrangements should also be made to examine the underside of gangways
and
accommodation ladders at regular intervals.
4.6 All inspections, maintenance work and repairs of accommodation ladders and
gangways
should be recorded in order to provide an accurate history for each appliance. The
information to
be recorded appropriately on board should include the date of the most recent
inspection, the name
of the person or body who carried out that inspection, the due date for the next
inspection and the
dates of renewal of wires used to support the embarkation and disembarkation
arrangement.
5 EXAMINATION AND OPERATIONAL TEST DURING SURVEYS REQUIRED
BY SOLAS REGULATIONS I/7 AND I/8
5.1 Accommodation ladders/gangways and davits
5.1.1 Accommodation ladder
5.1.1.1 The following items should be thoroughly examined during annual surveys
required by
SOLAS regulations I/7 and I/8 and checked for satisfactory condition of the
accommodation ladder:
.1 steps;
.2 platforms; MSC.1/Circ.1331
ANNEX
Page 4
I:\CIRC\MSC\01\1331.doc
.3 all support points such as pivots, rollers, etc.;
.4 all suspension points such as lugs, brackets, etc.;
paragraph 5.2.1, the winch should be operationally tested with the specified
maximum
operational load of the accommodation ladder. MSC.1/Circ.1331
ANNEX
Page 5
I:\CIRC\MSC\01\1331.doc
5.3 Tests
5.3.1 The tests specified in sections 5.1 and 5.2 are for the purpose of confirming
the proper
operation of the accommodation ladder, gangway and/or winch, as appropriate.
5.3.2 The load used for the test should be:
.1 the design load; or
.2 the maximum operational load, if this is less than the design load and marked
as
per paragraph 3.5; or
.3 the load nominated by the shipowner or operator only in those cases where the
design load or maximum operational load is not known (e.g., for accommodation
ladders or gangways which are provided on board ships constructed prior
to 1 January 2010), in which case that nominated load should be used as the
maximum operational load for all purposes within these Guidelines.
5.3.3 The tests should be carried out with the load applied as uniformly as
possible along the
length of the accommodation ladder or gangway, at an angle of inclination
corresponding to the
maximum bending moment on the accommodation ladder or gangway.
5.3.4 Following satisfactory completion of the applicable test(s) without
permanent
deformation or damage to the tested item, the load used for that test should be
marked as the
maximum operational load in accordance with paragraph 3.5.
5.4 Fittings and davits
During annual surveys required by SOLAS regulations I/7 and I/8, all fittings and
davits on the
ships deck associated with accommodation ladders and gangways should be
examined for
satisfactory condition.
5.5 Means of access to deck
During annual surveys required by SOLAS regulations I/7 and I/8, the fittings or
structures for
means of access to decks such as handholds in a gateway or bulwark ladder and
stanchions
should be examined for satisfactory condition.
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F-III
1.As per annex-6 ,what are all gases.
3. Condition of class and will PSC detain the vsl having this coc.-no bcz COC is
already given and we can tell PSC it is already being taken care of.
6. Drydock requirement.:
As per SOLAS CH-I REG -10- a minimum of two inspections of the outside
of the ships bottom during any 5 years period shall be carried out. The
interval between any 2 such inspections shall not exceed 36 months.
Thus an underwater inspection is mandatory for SOLAS
The inspection may abe carried out either in a dry dock or an underwater
survey may be carried out as decided by the classification society depending
on the vessels condition.