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Port State Control Guide for Owners

Port State Control Guide for Owners

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Published by: Sutrisno Kls on Jan 25, 2012
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While utmost care has been taken in the compilation of this booklet, neither Indian Register of Shipping nor any of its officers, employees or agents shall be responsible or liable for any negligence or otherwise howsoever in respect of any inaccuracy contained herein or omissions herefrom.

shipping schedules and ship position reports are monitored. Up-to-date information on the targeting factors used by various port state regions is widely published. international databases also now exist where port state control information from all regions is consolidated and published. The European Commission and a number of quality – minded maritime administrations (France. including reports of previous inspections. and unnecessary since not all ships are substandard. TARGETING Certain selection criteria such as the ship’s flag. assigns an overall targeting factor to ships. The PARIS MOU. By focusing on the selection of ships with high target factors. and to use targeting factors to focus inspection effort on those ships most likely to be substandard. ships of a certain age and type are specially selected for the purpose of conducting expanded inspections. port arrival listings. Japan. INSPECTION RATES These are decided regionally and are designed to ensure that a minimum number of different foreign ships are inspected each year. differentiate between good and substandard ships. are believed to directly influence how well a ship is likely to be operated and in what condition a ship is likely to be found. However and annual inspection rate. The PARIS MOU. the agreed inspection rate for the region can be achieved by visiting less ships. EQUASIS is one such database. age and type. To help port States identify suitable ships for inspection. Ships with a high target factor would count as more than one inspection (say 1. normally the inspection rate will vary from port to port. Because some ports or States have more PSCOs than others. including on their respective web sites. In addition. targets owners / operators of ships with a bad detention record. normally expressed in percentage terms. is set for the whole region. and result in the resources of the port state being focused more efficiently. Port states are now starting to consider weighting ship inspection rates according to the target factor assigned to ships they inspect. Port States however recognize that inspecting all foreign ships would be both impractical due to the resources it would take. for example. Singapore. of course. By allocating points to each criteria a scoring system can be employed and a ship can be assigned a targeting factor.8 inspections). and concentrated inspection campaigns are conducted to check on special matters or areas of concern. and to check on the actual condition of specific ships whose ability to meet those standards is in doubt. whereas the USCG has developed a boarding priority matrix for the purpose of calculating a targeting factor. 2 of 14 . Spain.2 inspections) whereas a ship with a lower factor would count as less than one (say 0. Owner / Operator The USCG. The general approach taken by regional port state authorities is to set overall percentage inspection rates to ensure that a minimum number of ships are inspected. to the benefit of well-run ships. While such databases only hold information and inspection reports on ships that have undergone an inspection within any one region. A Shipowner’s List is updated regularly and published on its web site. for example. in particular.THE SELECTION OF SHIPS FOR INSPECTION A Port State control authority undertakes inspections to satisfy itself that the foreign ships visiting its ports meet the required international standards laid down in the conventions. Selection based purely on numbers can not. currently has an inspection rate of 25%. The UK and the USA) established EQUASIS in 2000. Central regional databases such as SIRENAC and APCIS databases managed by the Paris and Tokyo MOUs respectively are also used by port states to access data on ships.

as this information would be contained on the ship’s certificates. “bulk carrier safety” and “oil tankers over fifteen years”. the port state control authority might consider the fact that a ship was registered to a targeted flag state as clear grounds for proceeding directly. and are also now being conducted by the TOKYO MOU. Any ship over ten years old should also expect to be targeted. gas and chemical). Classification Society Class-related detention figures for each classification society are also compared against the average figure. The campaigns have typically been concentrated over periods of about three months and recent campaigns have centered o the “oil record book”. on boarding.Charterer There are also moves to identify publicly the charterers of ships that have been detained. Ship type and age These criterion generally follow those used to decide whether or not a ship is of a type or age to justify it undergoing expanded inspection. History Ships visiting a port region for the first time or after an absence of at least six months would be likely to receive particular attention. with a more detailed inspection of the ship. These ship types may also be subject to more rigorous expanded inspections. A ship that has been specifically permitted to sail to another port to rectify deficiencies would also be targeted should it not arrive at that agreed port within an agreed or reasonable period of time. The Paris MOU has so far always announced its campaigns well in advance. usually annual inspections. EXPANDED INSPECTIONS Oil and Chemical tankers. as can ships from the flag states that have not ratified the main conventions. Flag Three-year rolling average tables of above detentions are published annually by the main port state regions. They focus on specific areas where high levels of deficiencies have been encountered by the PSCO’s. In some cases. both in the press and on its website. Ships classed with a society that has a poor detention ratio would be most affected. gas carriers. The PSCO would use the initial inspection to verify the age and type of ship. Ships of flag states whose detention ratios exceed average detention ratios exceed average detention ratios for all flag states can expect to be especially targeted. bulk carriers and passenger ships are the ones likely to be targeted for such inspections. If the condition of the hold and hull structure during the expanded inspection give rise to concern. 3 of 14 . the PSCO is expected to consult the ship’s flag state / classification society with a view to deciding whether or not a more detailed survey should be undertaken. As more information is collated concerning charterers then that criteria may also become a regular factor used in targeting of ships. “living and working conditions on ships”. CONCENTRATED INSPECTION CAMPAIGNS Concentrated inspection campaigns have been a particular feature of the PARIS MOU in recent years. In general tankers (oil. passenger ships and bulk carriers are often recognized as types of ships that should be subjected to specific regular. the “implementation of the ISM Code”. as would ships with outstanding deficiencies and a record of detentions. or where new convention requirements have recently entered into force. as would ships classed by a society that was not a member society of IACS.

While a compliant could originate from the ship. Where operational concerns about a ship exist Operational incidents that could give rise to an inspection include: • Collision. Document lacks an issue date. Document missing the name of its issuing authority. 4 of 14 . Other complaints could similarly result in the ship being specifically targeted. this stipulation will be recorded in the regional port State database to be followed up in another port. grounding or stranding on the way to the port • An alleged pollution violation • Erratic or unsafe monoeuvring.OVERIDING FACTORS Irrespective of targeting factors. there are a number of circumstances or overriding factors that would take a ship to the top of the inspection list and would result in the PSCO proceeding directly to a more detailed inspection of the ship. or seal or stamp of the issuing authority. port authority or another State can expect to be directly targeted. DOCUMENTATION DISCREPANCIES 1. or any other person or organization with a legitimate but external interest in the ship. Ships that have been reported Ships that have been reported by a pilot. 4. Ships reported as having outstanding deficiencies Where a PSCO has allowed the ship to sail on condition that the deficiencies are rectified within a period of time. particularly around routeing measures or where safe navigation practices and procedures have not been followed • Failure to comply with reporting procedures. Documents not available. signature of the duly authorized official issuing the document. campaigns and the like. Document does not identify the vessel. usually fourteen days. 3. 2. EXAMPLES OF DETAINABLE DEFICIENCIES A. the PSCO is not required to reveal his source and has no legal obligation to do so. or • The emission of a false alert that was not followed by proper cancellation procedures. 5. Ships suspended from class Ships that have been suspended or withdrawn from their class for safety reasons in the previous six months could expect to be inspected. Disparities between actual condition on vessel and documentation listing.

lighting. Absence. 9. Absence or substantial deterioration or defective closing devices. 6. Unauthorised discharge bypass fitted. fire-fighting equipment. or impossibility to read. taking into account that electronic charts may be used as a substitute for the charts. or sound signals. 2. 8. the oil discharge monitoring and control system. Absence of. in an approved form. The absence of sufficient and reliable information. or pitting of plating affecting fitness or strength. INTERNATIONAL CONVENTION FOR THE PREVENTION OF POLLUTION FROM SHIPS (MARPOL 73/78) Annex I 1. 6.744(18). Absence of non-sparking exhaust ventilation for cargo pump rooms. fire dampers and quick closing devices. Load-line violation (overloading). or the 15-ppm alarm arrangements. and that the creation of any unacceptable stresses in the ship’s structure are avoided. Absence. hatch closing arrangements. D. ventilation valves. composition. Annex II 1. to the extent that it cannot comply with intended use of fire detection system. insufficient capacity. 3. 13. 4. taking into account the relevant provisions of SOLAS regulation V/12(o) 11. and watertight / weathertight doors. Number. Failure of proper operation of propulsion and other essential machinery. etc. Unauthorized discharge bypass fitted 4. which by rapid and simple means enables the master to arrange for the loading and ballasting of the ship in such a way that a safe margin of stability is maintained at all stages and at varying conditions of the voyage. Absence. or serious deterioration of lights. Failure to meet requirements of 13G(4) or alternative requirements specified in regulation 13G(7). or failure of proper operation of cargo deck area fire protection on tankers. or substantial deterioration. Absence. batteries. Insufficient cleanliness of engine room. 5. C. 10. as well as electrical installations. serious deterioration. INTERNATIONAL CONVENTION OF SAFETY OF LIFE AT SEA (SOLAS) 1. Cargo not categorized 3. fixed fire-fighting installation. 3. 2. 3. non-compliance. 5 of 14 . draught marks and / or loadline marks. Significant areas of damage or corrosion. 4. 7. Absence or failure of proper operation of the navigation equipment. INTERNATIONAL CONVENTION ON LOADLINES (ICLL 66) 1. shapes. Failure of proper operation of steering gear (any modes). and improper operation of bilge pumping arrangements. Absence of corrected navigational charts and / or all other relevant nautical publications necessary for the intended voyage. Failure of proper operation of emergency generator. 6. noncompliance. Absence of P & A Manual 2. 12. fire alarms. Transport of oil-like substances without satisfying the requirements. or serious deterioration of personal lifesaving appliances. unless proper temporary repairs for a voyage to a port for permanent repairs has been authorized and accepted by Class. substantial deterioration. 5. or certification of crew not corresponding to safe manning document. excess amount of oily-water mixture in bilges. Oil Record Book unavailable 5. insulation of piping including exhaust pipes in engine room contaminated by oil. survival craft and launching arrangements. Remaining capacity of slop and/or sludge tank insufficient for the intended voyage. Absence. 14. or failure of proper operation of the oily water separator. Type test certificates of filtering and monitoring equipment not available. A recognized case of insufficient stability. 2. 5. Absence or failure of proper operation of the radio equipment for distress and safety communication. Cargo Record Book not available 4. Non-implementation of the enhanced programme of inspection under resolution A.B.

blockage by equipment or cargo or otherwise unsafe conditions in passageways/accommodations.5% m/m Non-compliance with the relevant requirements while operating within an Sox emission control area st An incinerator installed on board the ship on or after 1 January 2000 does not comply with requirements contained in appendix IV to the Annex. H. E. INTERNATIONAL BULK CARRIER (IBC) CODE 1. F. 4. 4. 4. Excessively unsanitary conditions on board. 5. Missing or defective quick closing valves. 3. Contravention of special requirements 7. 2. to have an appropriate certificate. Missing closing devices for accommodations or service spaces. 4. Insufficient heat protection for sensitive products. EIAPP Certificate or Technical files A diesel engine. 3.Annex VI 1. 6. Bulkhead not gastight. Absence of valid IAPP Certificate. Insufficient food for voyage to next port. Electrical installations not intrinsically safe or not corresponding to code requirements.. or the prevention of marine pollution. Transport of substance not mentioned in the Certificate of Fitness. Failure of navigational or engineering watch arrangements to conform to the requirements specified by the flag state administration. 4. No cooling or heating in accommodation of a ship operating in areas where temperatures may be excessive. G. INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING. 5. 6. 5. which does not comply with the NOx Technical Code The Sulphur content of any fuel on board exceeds 4. 147 (ILO 147) 1. 6. Failure of seafarers to hold a certificate. 2. or to provide documentary proof that an application for an endorsement has been submitted to the flag state administration. 3. Insufficient potable water for voyage to next port. INTERNATIONAL LABOUR ORGANIZATION CONVENTION NO. 2. Sources of ignition in hazardous locations. Failure to comply with the applicable safe manning requirements of the flag state administration. 2. INTERNATIONAL GAS CARRIER (IGC) CODE 1. 5. which is installed on board a ship st constructed on or after 1 January 2000. AND WATCHKEEPING FOR SEAFARERS (STCW) 1. Failure to provide proof of professional proficiency for the duties assigned to seafarers for the safety of the ship and the prevention of duty. Excessive garbage. Missing or damaged high-pressure safety devices.76(40) and MEPC. Inability to provide for the first watch at the commencement of a voyage and subsequent relieving watches persons who are sufficiently rested and otherwise fit for duty. Transportation of a substance not mentioned in the Certificate of Fitness or missing cargo information. 5. to have valid dispensation. with a power output of more than 130 kW. 6 of 14 . safety radio communications. or the standard specifications for shipboard incinerators developed by the Organisation (Res MEPC. Absence in a watch of a person qualified to operate equipment essential to safe navigation. 3.93(45) The Master or crew are not familiar with the necessary procedures regarding the operation of air pollution prevention equipment. Exceeding the maximum allowable cargo quantity per tank. or a diesel engine having undergone a major st conversion on or after 1 January 2000. Defective air locks. 2. 3. CERTIFICATION.

Therefore. 11. bunkering operations. if a failure occurs. overstaffed.) (may deny entry/expel from port) 6. affecting safety. but not limited to. gross incompetence. Should PSCO suspect problems exist on the company side.g. Gas detection plant and/or toxic gas detection plant not operable. documentation or arrangements. 3. Safety Management Systems (SMS) document a company’s management procedures to ensure that conditions. the vessel and/ or company must correct the deficiencies as well as review systems management to ensure correct procedures are implemented. 7 of 14 . 11. and checked in accordance with statutory and company requirements. delay vessel and/ or expel from port). security and environmental protection are planned. technical systems. 8. INTERNATIONAL SHIP AND PORT FACILITY SECURITY (ISPS) CODE 1. Ship security officer cannot display an acceptable level of competency in regards to vessel security (may deny entry/expel from port). INTERNATIONAL SAFETY MANAGEMENT CODE (ISM) CODE 1. organized. 10. pollution prevention procedures. 5. a great deal of deficiencies can be attributed to a failure to follow some standardized procedure or an inappropriate procedure. Pressure alarms for cargo tanks not operable. both ashore and on board. Crew anomalies (e. 10. Master or crewmembers not familiar with essential shipboard security procedures. and operations and communications procedures. emergency preparedness. Should the PSCO discover vessels with failures in the vessel’s SMS. With this in mind. Lack of Declaration of Security when required or agreed upon amongst parties (may delay vessel). navigation procedures. executed. etc. Evidence that cargo handling security procedures are not in place (may restrict operations. Poor screening procedures associated with passenger access control or unaccompanied passenger baggage (may restrict operations. a letter should be forwarded to G-MOC via the district and area. 4. Missing or defective safety valves. 12. these vessels will be considered for denial of entry until they can prove substantial compliance. the vessel will be considered for detention and an external audit requested. 2. I. 7. 9. 9. Ventilators in cargo area not operable. Lack of or expired/invalid International Ship Security Certificate or interim International Ship Security Certificate (deny entry/expel from port). delay vessel and/ or expel from port). Electrical installations not intrinsically safe or not corresponding to code requirements. Inability of crewmembers to establish communications with other key members with security responsibilities.6. fully documenting the suspected problems and requesting that the flag state be urged to conduct an external audit of the company involved. activities and tasks. preventative maintenance. Lack of/incomplete approved ship security plan (deny entry/expel from port). fraudulent documents. unaccounted personnel. 13. Transport of substances to be inhibited without valid inhibitor certificate. Inaccurate or incomplete Notice of Arrival information (may deny entry/expel from port). 8. J. Missing or inoperable ship security alert system. Lack of an assigned ship security officer (deny entry/expel from port). Should grossly negligent systems be discovered. Evidence that serious deficiencies exist in the vessel’s security equipment. 2. 7. The SMS is the procedural requirements for vessels to carry out normal operations including.

and date of last service.18 1.8 1. etc.16 1. check that the pumps are actually working and also check the condition of the flexible hoses on these pumps. (Depending on Flag Authority. with a poor appearance. These are hidden in the bow and stern areas of the lifeboat and are often overlooked. If they are becoming hard and brittle renew them. A ship should therefore be ready to face an inspection at any port. If the firemain on deck has a leakage requiring a new section then the remaining firemain will also be suspect. should be renewed. this should fit correctly and should be made from steel. check the correct installation. Lifeboat falls. defective and rotten wood to be renewed. 1.1 Items Liferaft markings.5 1.11 1. Lifeboat davits at the contact point when they are housed. Grab lines on the lifeboats and lifebuoys to be examined for ageing. particularly where they are attached to the deck are sometimes found wasted.19 1. All fire hydrant valves must operate easily by hand.4 1. Condition of the fire hydrant and hose rubber seals. as the remaining firemain will be in a similar condition and after a few months there will be another leak and possibly a detention.12 1. All fire hoses to be interchangeable. and date of last service.21 1.6 1.20 1. make sure that the date of the last service is stamped on the attached tag and also that the servicing of the hydrostatic release is listed on the service report of the liferaft. Liferaft hydrostatic release. The service report will be reviewed by the PSC. All hoses should be periodically tested by connecting them end to end and putting full pressure on them.10 1. Deteriorated hose boxes to be replaced. Lifeboat davit structures. Brackets and structures should be closely examined and repaired as necessary.PREPARATION OF THE VESSEL BEFORE ENTERING PORTS Because inspections are unannounced it is difficult for a ship to make any special preparations for an inspection. certificates for the lifeboat falls.14 1.3 1. Reflective tape to be placed on the bottom of lifeboats in addition to the sides and top. these should be in a good condition and a highly visible colour with markings. Lifeboat chains to check for wear together with release mechanisms. A supply of rubber seals should be kept on board. Covers of lifeboats. plus log book entries of the last changing of the falls or end for ending. Internal lower attachments of lifeboats. Any hydrant valve requiring a valve key to operate should be repaired/renewed.2 1.7 1.9 1. manufacturer’s name. smaller diameter hoses/nozzles may be permitted in accommodation areas). The condition of the chain is often concealed by paint.22 8 of 14 . Close attention should be paid to the connection of the hoses to their connectors. Condition of the fire hoses. and the lifeboat has to be supported by an alternative method or lowered to carry out this work. Condition of the lifeboat engine cover. Item No. Wooden seating and decks in lifeboats. contaminated by oil or product on the outside. Any fire hose which is old. the following should be clearly marked on each liferaft: name of vessel. Clear operating instructions for fixed fire extinguishing systems to be posted at the operating station. some are found wasted and cracked. All fire hoses to be stowed in their hose boxes together with the correct type of nozzle. except in cases where one could be anticipated. and spanners to be provided in each box. type. Operation of lifeboat bilge pumps.13 1. In case of a dome type of hydrostatic release. A repairs to these attachments is time consuming. are frequently found wasted. number of persons.15 1. these are frequently found hard and cracked with consequent leakage. these have to be in a good operating condition and well greased. the following should be available for review. It is a false economy to renew only the leaking section. The following items are particularly scrutinised by the PSC Authorities. Lifeboat blocks are sometimes found frozen. at any time. serial number and date of last service. Firemain is be free of any leakage no matter how small.17 1. Remarks 1.

9 of 14 . Paint cans or other containers containing. Examination of vents to the engine room and mast houses.39 1. All air bottles are to be interchangeable. often found particularly in the accommodation. Manoeuvring diagram to be posted on the bridge. Loose wiring. Operational test of the emergency generator under load. and equipment.43 1.26 1. make a return pipe from the overboard discharge line emptying into a funnel which leads back to the sludge tank. Operational test of the oily water separator and the 15 ppm overboard discharge alarm. Test means of communication between bridge and steering room. etc. Engine room bilges to be clean and deck plates to be free of oil/grease.32 1.50 Fire Safety Plans to be fully legible and to be in the working language plus either English or French.30 1. Engine room ventilation flaps to fully inspect. there have been several detentions when the crew failed these drills.33 1. The PSC will review all logs which indicate that fire and boat drills.45 1. Operational test of the main and emergency fire pumps. there should be no gland leakage and the priming device for the emergency fire pump must function if this pump is installed above sea level.36 1. Rudder indicator position on the bridge must coincide with the actual position of the rudder.25 1. patches or missing balls. Repair any oil leaks from hydraulic pumps on deck machinery.44 1. The PSC will review of logs which indicate that fire and boat drills have been held. This is a very important item. flammable liquids to be stored in the paint locker.42 1. Check that the operational controls of the fixed extinguishers is in order. Frequently. there must be no holes. Examination of vent pipes and closing devices.37 1. Change over procedures for emergency steering to be posted in the steering room and the bridge.46 1.47 1. The PSC will expect to see a functional test of the sensor controlling the solenoid or three way valve returning the oily water to the sludge tank. etc. To make this easier to demonstrate. By using a funnel arrangement it prevents any unwanted discussion as to whether the return pipe is used to bypass the filter.23 1. Although this is not a class item it is worth mentioning as the PSC will check on the crews quarters and from this they will receive a certain impression about the vessel. and also review the ships Training Manual.35 1.40 1.48 1.27 1. Check the last servicing dates of the portable and fixed fire extinguishers.29 1. doors. By using this arrangement the overboard valve can be closed and prevent any possibility of overboard contamination while carrying out testing. Crew to be fully trained for a fire drill and lifeboat launching drill. Examination of fireman’s outfits.28 1. Instructions for use of emergency fire pump to be clearly posted. fire safety plans are found to be old and faded. Check of Muster List and Emergency Instructions to see that it is correctly prepared as per SOLAS requirements. Check that all equipment is in place and also check the date of the last refilling of the air bottles. The PSC will also review the SOPEP.31 1. check the expiry dates of batteries on the lifejacket lights. Examination of lifeboat provisions. Method of operation to be clearly posted. All engine room lights to have flame proof covers. check that all the emergency lighting is working. vents leading into cargo holds. check that the crew is knowledgeable about the operation of the breathing apparatus.41 1. This applies to any piping on the vessel. Vent screens for fuel tank vents to be properly screened 30 x 30. Inspection of the crew quarters. Examination of the crews lifejackets. Test the steering gear and associated alarms in all modes of operation and from all control locations. Poor condition of the crew’s quarters will lead to a greatly intensified PSC inspection of the rest of the vessel. Repair any oil leaks from engine room machinery.34 1.24 1. operation of motor lifeboats. These have to seal correctly and be easy to operate. Examination of the watertight integrity: main deck. Inspection of bulkheads for any unauthorised penetrations of piping or wiring.49 1. to be put in a correct condition.38 1. Any soft patches on piping to be removed and new piping inserted.1.

that person could attend to such matters without the flow of the inspection being disrupted. Being able to fix things on the spot is an indication of being well organized. with the PSCO paying particular attention to hygiene and safe practices. Discrepancies of this nature could encourage the PSCO to believe that sufficient clear grounds existed to justify moving onto to a more detailed inspection. a senior officer should be assigned to accompany him. the state of the mooring lines and whether or not the draught and load line marks are present and readable. Deficiencies related to overdue statutory surveys are common. the PSCO starts off finding little wrong. 10 of 14 . rather than risk the PSCO identifying the discrepancies himself. the inspection is likely to be concluded fairly rapidly. Further. The officer should be vigilant and not afraid to point out and immediately rectify discrepancies that appear during the inspection. The reports of previous Port State Inspections should also be at hand. If during the walk around. Paint in the davits or rusted harbour pins could. That person should be familiar with the ship and have the necessary keys with him to ensure that all spaces can be readily accessed. Before boarding the PSCO is likely to walk along the quay and look at the general condition of the ship. If anything needs immediate attention or if assistance needs to be called. If a spare crewmember or a cadet were available. The condition of the paint work. Should there be some deficiencies that have already been identified by the ship’s staff. the initial inspection should largely be limited to checking the ship’s certificates and manning arrangements. It is however becoming common practice for the PSCO to also “walk around” the ship to check its overall condition and to see that the ship is actually in the condition that the certificates suggest it should be. This could save a second visit to the ship. All questions asked by the PSCO should be responded to in a honest and straightforward manner. tank leakage or unrepaired damage would give the PSCO an immediate impression of the standard of care and maintenance on board. and it would provide him with an opportunity to communicate with the crew and the see how well the crew members communicate with each other. Subject to favourable first impressions. No. A request for a drill to be conducted might be one approach that the PSCO takes. for example.DEALING WITH THE PSCO DURING INSPECTION The master should select a room for the opening meeting that is quiet and comfortable. First impressions are very very important. it is better to inform these to the PSCO so that when he sees them he may not consider them as detainable and would only want to see the repairs after completion. A check on the internal structure would not normally be undertaken at this stage. When the PSCO is ready to make an inspection of the ship. his attendance would also be recommended. and repairs are in hand. The PSCO would also be likely to want to check the living and working conditions on board with a view to verifying that the ship conformed to standards laid down in ILO Convention. the PSCO would be likely to rely on visual signs to if equipment is being regularly used and tested. Even if something does not work or needs adjusting but cannot be fixed Immediately. signs of corrosion. indicate that the lifeboat had not been recently lowered and this might conflict with statements in the logbooks concerning the carrying out of boat drills. and have all the certificates and documentation ready for checking. move on and let the PSCO return later.147. A visit to the engine room and a tour of the accommodation and galley should therefore be expected.

i. that means only 1 or 2 mm left! Also bear in mind the PSC inspector will not be shy! Pressure test Remark: The pipeline should be examined under pressure on its full length and hammer tested under pressure.TYPICAL DEFICIENCIES COMMONLY REPORTED BY PORT STATE INSPECTORS AND SUGGESTIONS FOR TESTING AND REPAIRS 1. obstacles should be cleared.2 1.1 1. 6. FIRE MAIN EMERGENCY FIRE PUMP LIFEBOAT DAVITS LIFEBOATS EXPOSED DECK ITEMS AND FITTINGS ELECTRICAL EQUIPMENT 1. full section flange to flange. Hammer testing Remark: If the steel cannot resist the hammer test. only in case it is not possible to repair on the spot. Any other type of repair may be accepted for a very limited period. 4. heavy scale Hydrant wheels. till next port.e. thinned pipe wall or holes General corrosion. 11 of 14 . 2. 3. This may be necessary in case there are still doubts about the condition. welds or pipe clamps Localized heavy corrosion. this is the best way to detect potential problems.3 1.4 FIRE MAIN Leaks at flanges. Method of repair • • • The only efficient method of permanent repair is Pipe renewal. Common deficiencies 1. Temporary repairs carried out at sea by way of clamping or cold repairs should be attended to in port. 5. Ultrasonic gauging Remark: US gauging is normally not necessary on fire main. or next repair facility. broken or missing Method of investigation • • • • Visual examination Remark: the pipeline should be examined on its full length on exposed decks.

The Emergency fire pump must be capable of priming in any circumstances. It is the Master’s responsibility to maintain a sufficient draft at all times. Remark: In many cases. then under operating condition. thinned or repaired by doubler-plate(s) Method of investigation • • • Visual examination Hammer testing (davit structure) Launching test 12 of 14 . irrespective of the number of working hours. or no date for renewal and <<turning end-to-end>> Deck in way of davits foundation corroded. Common deficiencies 2. pulleys. showing broken strands Davit falls too short. one on poop deck. or wasted. discharging simultaneously with powerful jets.2 2. with re-conditioning and full testing on board.1 3. • Starting test • Working test.2 3.3 3. whether at sea or in port. but launching phase too long Davit structure corroded. but no priming and/or delivery pressure insufficient Prime-mover starting. but starting phase too long Prime-mover starting. but unable to sustain load for the required period of time Method of investigation • Visual examination Remark: the pump should be examined before starting for general condition. and the pump may show difficulty in priming because of the suction head. one on forecastle deck.3 2. abnormal noise.1 2. hooks and shackles corroded. leaks on exhaust pipe.8 3. the vessel will be in light condition. excessively dry. with very shallow draft.9 Lifeboat unable to launch Lifeboat can launch. one should look for abnormal leaks at stuffing box. Note: The pump should be overhauled systematically during the Class Special Survey Machinery. and two hoses should be prepared.4 3. under load for 10 minutes minimum Remark: During this test.6 3.4 EMERGENCY FIRE PUMP Prime mover not starting Prime-mover starting. so as to enable the pump to deliver the required pressure. 3.5 3. seized. LIFEBOAT DAVITS Common deficiencies 3. Method of repair • The only efficient method of permanent repair is a complete strip down of the prime mover and the pump in a qualified workshop. worn out Winch brake not operable or inefficient Davit falls rusty. locally or generally Davits bent or buckled Blocks. thinned. The pressure should be checked at the gauge.2.7 3.

LIFEBOAT Common deficiencies 4. deteriorated.11: Whether the boat can be repaired or not will depend the result of the investigation. cracked holed. Renewal or relevant part or equipment Missing consumable(s) to be supplied Motor.8: 4.8 5.1.9: 4. thinned locally corroded 13 of 14 . 4. for proper visual inspection Knife test (wooden parts) Pressure test (hull. packing missing or deteriorated.2 4.7 5. gas oil etc. drinking water. cover(s) holed.5: 3. or rotten (wood) or unapproved repair (GRP) Buoyancy tanks perforated.6: 3. corroded or cracked Bulwark stays wasted.. Lifting bar under hook. closing device missing or not operating Weather doors holed. 5.3 to 4. handle positions unmarked Guard-rails missing.9 4.6 5. insufficient or out-of date Motor not starting. closing device(s) missing or not operating Fire-dampers stuck. or cannot take the load Propeller shaft not rotating or gearbox not functioning correctly Method of investigation • • • • Visual examination Remark: The boat should be cleared of any unwanted item from the boat. deformed Missing loose equipment.8 4. flap missing. packing missing. broken or bent Bulwarks holed.8: 3.9: Steel renewal Renewal of loose gear Renewal brake lining Renewal of falls with suitably certified wire Deck plate renewed with inserts 4. Common deficiencies 5.11 Hull perforated or corroded (Steel/Aluminum). dogs missing or door not closing properly Ventilator casing(s) holed. rotten/corroded/wasted/broken Food rations. clutch and shaft to be taken to workshop for overhauling.5 4. packing channel corroded.5 5.2 5. Ex. sail Missing fixed equipment Loose or fixed equipment.10.7 4.1 4. hinges corroded. corroded and/or keel connections corroded Bench(es) broken.4 5.3. frozen. cracked Watertight containers holed.Methods of repair 3. corroded. de-laminated (GRP).7.10 4. 4.3 5. deformed. 3.3 4.2: 4. re-conditioning and testing on board after repair.9 EXPOSED DECKS ITEMS AND FITTINGS Air-pipes holed. bent Companionway casing(s) holed. securing nuts/bolts missing or broken Hatch coming perforated.1 5.4 4.6 4.4: 3. bent. 3. buoyancy tanks) Working test (motor) Method of repair 4.

1 to 5. not secured.4: 5. that means only 1 or 2 mm left! Also bear in mind the PSC inspector will not be shy! • Leak test (hatch covers) Remark: usually hose test. 14 of 14 . coamings. should be operated • Hammer testing Remark: If the steel cannot resist the hammer test. if considered necessary Method of repair 5.16 ELECTRICAL EQUIPMENT Cable ducts on exposed decks deteriorated or destroyed Light fittings on exposed decks corroded.13 4. operating gear not working. naked wires Emergency source of power deficient (batteries or diesel generator) Method of investigation • • Visual examination Insulation test. corroded. Renewal of batteries. naked wires Non-approved temporary connections (flying cables) Light fittings in Engine spaces: missing bulbs. cover missing. bulwark) Method of repair Steel or packing renewal. • US gauging (hatch covers. Common deficiencies 4. fire dampers.10 Hatch cover plating holed. as relevant. bulb missing. damaged component. overhauling & re-conditioning of diesel engine and emergency alternator. as applicable 6. stiffeners corroded.5.12 4. removal of flying cables. but other testing means can be used.5 Renewal of missing.15 4. doubled up. packing defective and leaking Method of investigation • Visual examination Remark: all covers.14 4. closing devices. Weathertight doors. securing devices missing of weakened. missing covers. thinned locally.

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