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Ship Inspection Report Programme VIQ Part 2

Ship Inspection Report Programme VIQ Part 2

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Published by: cozdim on Oct 01, 2010
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67 © Copyright OCIMF 2009. All rights reserved.
Chapter 7. Structural condition
Note: Tank entry should only be undertaken if a suitable safe opportunity exists and if it is permitted by theinspecting OCIMF Member, the tanker operator and the terminal.
7.1 Is the hull free from visible structural defects that warrant further investigation?
Notes: Inspection of the hull should include checking for any evidence of structural problems includingcollision contact or distortion from heavy weather.Class records should be examined to confirm that class has been involved whenever significant damagehas occurred or been repaired.
7.2 Are weather decks free from visible structural defects that warrant further investigation?
Note: Inspection of weather decks should include checking for any evidence of wastage, structuralproblems including evidence of over-pressurisation, collision contact or distortion from heavy weather.
7.3 Is the superstructure free from visible structural defects that warrant further investigation?7.4 Are internal spaces free from visible structural defects that warrant further investigation?7.5 If any cargo and/or ballast tanks were inspected or sighted from the deck, were they in asatisfactory condition?
If the internals of a tank, or tanks, were sighted from the deck, record this fact either as an Observation or Other comments as applicable and list the findings as appropriate.
Notes: Regardless of whether tank entry is made, the opportunity should be taken where possible to sight from the deck the internal condition of at least two compartments and the forepeak.
Valuable indicationsas to the condition of compartments such as ballast tanks, access trunks and peak tanks can be madefrom a visual inspection from the outside.Indications of unsatisfactory conditions can be wastage of handrails and ladder rungs, visible corrosion onvertical and horizontal framing, knife-edges on brackets, visible cracking and deformations of bulkheads or frames.Leakage from adjacent tanks or valve glands may be indicated by the presence of oil or a sheen on theballast, the presence of gas or the sound of falling liquid.
7.6 If any cargo and/or ballast tanks were inspected internally, were they in a satisfactorycondition?
If any cargo or ballast tanks were inspected internally, record the following information:
The names of the compartment(s) inspected;
Where fitted, details of the condition of anodes;
Details of any fractures noted in any part of the structure;
Details of any visible corrosion wastage;
Details of localised pitting, particularly in bottom plating and under bell mouths;
Details of any visible signs of buckling;
If applicable, the condition of the coating (good, fair or poor);
Details of any signs of hard rust;
Areas of concern with respect to pipelines, bulkhead penetrations, ladders, fittings etc.;
Evidence of leakage from adjacent compartments.
For the purposes of this report, coating condition ‘
’, ‘
’ or ‘
’ is defined as follows:
condition with only minor spot rusting;
condition with local breakdown at edges of stiffeners and weld connections and/or light rusting over 20% or more of areas under consideration, but less than as defined for -poor condition;
condition with general breakdown of coating over 20% or more of areas or hard scale at 10%or more of areas under consideration.
If tank entry or sighting from the deck was not made, record a Not Seen response and record thecircumstances.
68 © Copyright OCIMF 2009. All rights reserved.
Additional comments:
If the Inspector has comments in respect of the subject matter covered by the Chapter additional to those whichthe Inspector may make in response to the specific questions in the Chapter, the Inspector should include suchadditional comments in this section.
69 © Copyright OCIMF 2009. All rights reserved.
Chapter 8 Cargo and ballast systems - petroleum
Note: The International Safety Guide for Oil Tankers and Terminals (ISGOTT) contains guidance pertaining to the safe carriage and handling of petroleum products. Inspectors should observe cargo operations, interview responsible personnel, review the operator’s operating procedures and observe the degree of compliance byofficers and crew to appropriate regulations and guidelines. Common causes of incidents are poor planning,improper supervision of transfer operations, inadequate knowledge or disregard of the dangers of static electricity,insufficient personnel on duty and insufficient or incorrect information concerning cargo properties.
Policies, procedures and documentation:
8.1 Is the vessel provided with operator’s policy statements, guidance and procedures with regardto safe cargo operations?8.2 Is information readily available on maximum loading rates and venting capacities?
 Masters should be provided with information on maximum permissible loading rates for each cargo andballast tank and, where tanks have a combined venting system, for each group of cargo or ballast tanks.This requirement is aimed at ensuring that tanks are not over or under-pressurised by exceeding thecapacity of the venting system, including any installed secondary venting arrangements.Other considerations will also need to be taken into account when determining maximum loading rates for oil tankers. Precautions against static electricity hazards and pipeline erosion are described in ISGOTT Section (ISGOTT 7.3.3)Note: This information should be displayed at the cargo control position.
8.3 Are legible and up to date pipeline and/or mimic diagrams of cargo, inert gas and ventingsystems, as applicable, available in the cargo control area?8.4
Are cargo pump performance curves available, where applicable, for various speeds?8.5 Is a written procedure provided for the safe handling of heavy weather ballast in cargo tanks onsegregated ballast tankers?
 Stability and cargo loading limitations:
8.6 If a loading computer or programme is in use, is it class approved?
If a class approved loading computer is not available, record in Other comments, how stress and stabilitycalculations are performed.Notes: Ships of more than 65 metres in length are required by Class to be provided with a type approvedloading instrument. Type-approval certificates are generally valid for periods of not more than five years. MSC Circular 1221notes that the validity of the Type Approval Certificate itself has no influence on theoperational validity of a product accepted and installed onboard ship and that a product manufacturedduring the period of validity of the relevant Type Approval Certificate need not be renewed or replaceddue to the expiry of such Type Approval Certificate. Ships with very limited possibilities for variations in thedistribution of cargo and ballast and ships with a regular or fixed trading pattern may be exempt from the requirement.The loading instrument should be capable of calculating shear forces and bending moments in any loador ballast condition at specified readout points and should indicate the permissible values.
Are there records indicating that the operational accuracy of the load computer is testedregularly?
Note: Class approved data should be used and the tests should be carried out at the annual survey.Regular on-board testing should also take place and records attesting to this should be maintained.
8.8 Is the stress and stability information included with the cargo plan; have stability and whereapplicable, stress calculations been performed for the current cargo operation and do thecargo watch officers understand any limitations?
Notes: Inspectors should determine that prior to transfer of cargo, calculations have been made for stressand stability conditions for the start, interim and completion of transfer conditions. Regular monitoring of 

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