Class, survey, inspections, certification

1. Classification societies are recognized organizations (RO) and play an important role in the
implementation of national and international regulations. State the limitations of the RO
highlighting them with reasons. List the statutory services undertaken by a classification body
on behalf of administration.

Answer –

➢ Classification Society are organization that establish and apply technical standards in
relation to design, construction and survey of marine facilities including ships and
offshore structure
➢ Standards are issued by classification societies as published rules
➢ Vessels may be designed and built to appropriate rules of society, may apply for a
certificate of classification society
➢ Under article 94, flag state must effectively exercise its jurisdiction and control in
administrative, technical and social matters over the ship flying its flag
➢ Many flag state countries in the world don’t have sufficient expertise and technical
manpower to carryout responsibilities of flag state regarding maintaining the
standards of ship. So SOLAS and other convention permit flag to delegate the
inspection and survey of ship to Recognized Organization (RO)
➢ Requirements of RO
• Must have established rules for design, construction and maintenance of ship
• Represented by government
• Structure must include a representative from flag state nation placed at higher
level in organizational hierarchy
• Should have adequate resources financial or personal
• Must have internal audit equivalent to ISO 9001-2000
• Must present itself for external audit approved by flag state
➢ Classification Societies fulfilling the above requirements will be given RO status by flag
state to do duties on their behalf
➢ Limitations of Classification Society as RO
• May not delegate all its authorities to class
• Can carry out survey under conventions like SOLAS, but cannot issue certificate
• When survey not passed or required repairs not carried out, class do not have
power to detain the ship
• Certain flags like, India, requires statutory deficiency to be reported by class
surveyor and its permission to be taken when issuing outstanding
recommendation to vessel for allowing vessel to sail
• Certain flag do not allow ISPS survey to class due to security reason
• They cannot interpret the flag state regulation on its own
➢ Statutory Services:
• Have capability to undertake surveys, maintain records and conduct technical
surveys of various IMO conventions and code based on national standards
• Undertake statutory work on behalf of individual IMO member state
• RO may inspect and survey design, construction, equipment and technical part
operation of the ship
• If delegated class may also, carry out certification of SMS as per ISM code
2. Q
a) State the circumstances which may lead to Suspension or Withdrawal of Class.
b) Explain the following terms used by classification societies:
i) Period of class.
ii) Anniversary date.
iii) Survey time window/window period for survey.
iv) Memoranda
v) Statutory recommendations.
vi) Condition of class
vii) Additional note

Answer –

➢ The class will be suspended if one of the following occurs:

1. When the ship is not operated in compliance with the rule requirements.
2. When the ship proceeds to sea with freeboard less than assigned
3. When the owner fails to request a survey after having detected defects and
damages that affects the class
4. When repairs and alterations affecting the class, are carried out without
requesting the attendance of surveyor
➢ The class is automatically suspended
1. When the class survey has not been carried out within its due date or time
granted unless the ship is under attendance of the surveyor with a view to
completion prior to resuming trading
2. When annual/intermediate survey cot completed within the survey window
3. When recommendation/ or condition of class is not held by their due dates; or
the date stipulated by the society taking into account any extensions granted
4. When due to nature of the reported date, class is temporarily suspended until
repair/ renewals carried out
5. In other circumstances when the owner fails to submit the ship to a survey in
accordance with the special requirements
6. In case of non-payment of fees or expense chargeable for service not rendered
➢ Withdrawal of Class
1. When requested by the owner
2. When class is suspended for more than 6 months
3. When the ship is reported lost
4. When the ship is reported constructive total loss or when the owner does not
give intention to repair the ship
5. When the ship will not trade further as declared by owner
1. PERIOD OF CLASS
o The period of class starts either from the date of initial classification or from the
credited date of last class renewal / special survey and expires at the due date
assigned for the next class renewal or special survey
2. ANNIVERSARY DATE:
o Is the day and month given in the certificate of class which corresponds to the
date of expiry of certificate
3. SURVEY TIME WINDOW
o Is the fixed period during which the annual/ intermediate surveys are to be
carried out
4. MEMORANDA:
o Other information of assistance to surveyor or/ and owner
o Notes concerning materials, barred engine speed, construction information
o Memoranda also gives a structural condition which though deviating from
technical standards but does not affect the class
5. Statutory Recommendation
o Recommendation’ and ‘Condition of Class’ are different terms used by IACS
Societies for the same thing, i.e. requirements to the effect that specific
measures, repairs, surveys etc. are to be carried out within a specific time limit in
order to retain class
6. CONDITION OF CLASS
o Possible deficiencies shall normally be rectified before the renewal survey is
regarded as completed.
o The Society may accept that minor deficiencies, recorded as condition of class,
are rectified within a specified time limit, normally not exceeding 3 months after
the survey completion date
7. ADDITIONAL NOTE
o Each of the Classification Societies has developed a series of notations that may
be granted to a vessel to indicate that it is in compliance with some additional
voluntary criteria that may be either specific to that vessel type or that are in
excess of the standard classification requirements.
o Class notations are assigned to vessels in order to determine applicable rule
requirements for assignment and retention of class
3. Engine room personnel suffered serious injuries in an unfortunate incident of Main Engine
Crank case explosion on your vessel. The main engine was badly damaged. Explain how you
will present the vessel for inspections by P&I and H&M insurance companies.

Answer –

• In spite of taking all safety measures and following all correct procedures, sometimes
unfortunate incidents do occur on board a ship. These result in personal injuries and
machinery damage.
➢ After every incidence, investigations take place and insurance claims are raised.
➢ The insurance underwriters appoint damage surveyors who come on board and do their
investigation.
➢ In the process of doing it, they ask for all the relevant documents.
➢ Suppose a main engine crankcase explosion has taken place on your ship in which main
engine was badly damaged and two engine room personnel suffered serious injuries.
➢ Now, the vessel has to be presented for subsequent inspections by P&I and H&M insurance
companies.
Step by step what all should be done after the incidence: -
1. Take care of persons injured: -
▪ Since persons are seriously injured, give them first aid and ask for medical
advice from a rescue center.
▪ Give the information to owner and charterer and seek their advice.
▪ If the vessel needs to divert and make an emergency port of call take
permission from owner and charterer.
▪ But since main engine is also badly damaged the vessel will need emergency
towing.
▪ Give notice to agent and P&I correspondent at the nearest port. They will
arrange for the salvage assistance.
▪ Enter in the port. Injured personnel to be transported to hospital and later on
they can be repatriated.
▪ All the medical treatment given to the personnel should be chronologically
documented in the medical book.
2. Reporting Of Incidence To: -
▪ The incident should be reported to following without delay
a. Administration
b. Owner
c. Class
d. P&I correspondent
e. H&M broker
 f. MAS center
3. Record Keeping: -
▪ Time, date, place and cause of injury should be recorded.
▪ The evidence should be preserved and a witness statement should be
taken.
▪ Write down all important medical condition and drugs that were given to
the person.
▪ The persons injured were wearing PPEs or not.
▪ Take the statement of injured personnel as soon as possible if they are in
position of giving one.
▪ The most important report in case of personnel injuries is Master’s report.
▪ It is an important evidence to judge whether the injury is work related or
not.
▪ Photos of sites and other evidence should be preserved.

➢ Necessary documents and records required to honor only genuine claims

❖ In case of P&I surveyor following documents should be kept ready: -
1. Master statement of fact
2. Witness report
3. Injured person statement
4. Communication with the owners, managers, medical advisors and authorities
5. Deviation report
6. Photos of place of evidence
7. Medical report book relating to important medical condition and all the drugs
that were given to personnel
8. Evidence showing personnel wearing PPEs
9. Injured personnel familiarization with machinery form duly signed by him.
10. Safety instructions explained.
11.
❖ In case of H&M surveyor following documents should be kept ready: -
1. Chief engineer log book and official log book entry.
2. Master’s and chief engineer’s statement
3. Witness statement
4. Engine room crew statements
5. Main engine PMS records
6. Main engine bearings last renewal and evidence showing that only genuine
bearings were used.
7. Main engine crankcase lubricating oil report
 8. Engine parameters at the time of incidence (from log book or data logger)
9. Records showing last alarms and trips tried out (from alarm logger)
10. Compliance with manufacturer or service letter received recently

➢ All the above documents will be required by the surveyor appointed by H&M
underwriter.
➢ After the survey a damage survey report will be made.
➢ Now the main engine will be repaired. And after that claims will be settled.
Depending upon the nature of insurance and the clauses inducted repairs can either
be carried out by owner and later the claims can be settled or repair tender can be
floated by H&M underwriter only and they can carry out the repairs.
4. Q
a) Explain the term “Conditions of Assignment” as applied to ships.
b) How does the “conditions of assignment” contribute toward water integrity of ships?
c) Why conditions of assignment need periodic inspection, giving specific instances where
they can be found to be less than fully effective.

Answer –

Meaning of the term "conditions of assignment"

The limitations on the draught (or min freeboard) assigned to a ship to which it may be
loaded make a significant contribution to her safety.
The reserve buoyancy and the freeboard of a ship should ensure adequate stability and avoid
stresses on the ship’s hull as a result of overloading. The main purpose of ILLC is to ensure
watertight integrity of ships hull below the freeboard deck. All these assigned load lines are
marked on each side of the ship

Assigning of Freeboard is given on a certain conditions that the opening in the ship’s hull
provide for practical use are always maintain watertight and weather tight as per the provisions
of this code.

These are called “Conditions of Assignment” for Freeboard

For tankers the freeboard depended on the subdivision and damage stability calculations.

A. These are the conditions which must be met before freeboard is assigned to a ship and
this enables the load lines and mark to be engraved on the ship. These conditions are as follows
a. Enough structural strength should be possessed.
b. Enough reserve buoyancy should be possessed.
c. Safety and protection of the crew.
d. Prevent entry of water into the hull.

Ships are to be surveyed annually as per Harmonised System Of Survey and Certification
to ensure that they fulfil the condition of assignment.

B. CONTRIBUTION OF CONDITION OF ASSIGNMENT TOWARDS WATER TIGHT INTEGRITY OF SHIP

Most of the condition of assignment is concerned with the water tight integrity of the
ship.
Hull construction shall meet the highest standards laid down by the classification society. This
ensures protection against flooding of the ship.
- Superstructures and bulkhead must be strengthened sufficiently.
- Hatchways- coming heights should be as per SOLAS chapter II -1. Hatch cover
construction, thickness of the plating and approved means of securing.
- Machinery space opening,
Details of openings in freeboard and superstructure decks, ventilators and air pipes on
freeboard and superstructure decks, scuppers, inlets and discharges, side scuttles and cargo
ports.
All the above parameters ensure water tight integrity and protection against flooding of
compartments.

C. NEED FOR PERIODIC INSPECTIONS:

“Condition of Assignments” needs periodic inspection to ensure that ships conditions are
such that the above mentioned are maintained in good order.
During periodic inspection surveyor shall ensure that no material alteration have been
made to the hull or superstructure that would affect the calculation determining the position of
the load line. This can be found out by reviewing the condition of assignment. Example of items
that may no longer fulfil conditions of assignments could be in hatch covers, cargo ports, water
tight doors, scuttles, and other closing appliances.
Corrosion, reduced resistance or damage of seals, locking arrangements damaged.
In coaming of hatches, ventilators, air pipes, especially at weather deck level. Gangways, rails,
bulwarks, damaged or not secured property.
5. What is the purpose of annual survey? Give a list of items that would be examined by a
surveyor during annual survey. Also explain conditions of Class. What impact condition of
class has on a ships commercial/technical aspect?

Answer –

➢ PURPOSE OF ANNUAL SURVEY:

o The purpose of annual survey is to do the general inspection of items relating to
particular certificate to ensure that they have been maintained and remain
satisfactory for the service for which ship is intended.
o Annual surveys are to be held within ± 3 months of each anniversary date of initial
classification survey or the completion of the last special survey.
o It consists of examination for the purpose of ensuring as far as practicable that
hull equipment and related piping are maintained in satisfactory condition
o An annual survey should enable the Administration to verify that the condition of
the ship, its machinery and equipment is being maintained in accordance with the
relevant requirements
➢ ITEMS TO BE EXAMINED BY SURVEYOR
o Hull Survey – for Cargo Ships
▪ protection of cargo hatch opening: - No unapproved changes have been
made to the hatch covers, hatch coamings, their securing and sealing
devices
▪ examination of mechanically operated steel covers. This includes hatch
covers, stiffeners, gaskets, compression bars, drainage channels of
longitudinal, transverse and intermediate cross junctions. Clamping
devices, retaining bars, chains, ropes, pulleys, guides, guide rails, tracks,
wheels, stoppers, tensioning devices – like gypsies, wires, safety locks.
Loading pads/bars and side plate edge, chocks, drainage channels & drain
pipes
▪ all mechanically hatch covers should be operating satisfactory
▪ protection of other openings. This includes: -
• Hatchways, manholes, and scuttles in freeboard and
superstructure decks
• m/c casings, funnel annular spaces, skylights
• portholes and all openings
• ventilation, air pipes, together with flame screens, scuppers
• watertight bulkheads, bulkhead penetrations, details in enclosed
superstructures
▪ freeing ports
 ▪ protection of crew: - guard rails, stanchions, life lines, gangways, ladders,
deck houses
▪ confirmation of loading guidance and stability data
▪ No alterations have been made to hull or superstructure (relating to load
line)
▪ Anchors and chain cables
▪ Confirmation of operation of manual/automatic fire doors
▪ Salt water ballast spaces: - for corrosion and thickness measurement
o Hull Survey - For Tankers
▪ cargo opening including gaskets, covers and coamings
▪ p/v, v/vs, flame arrestors and flame screens
▪ cargo and crude washing equipments, tank vent piping system above
weather deck
▪ electrical equipment: - intrinsically safe, explosion proof areas, physical
condition of cables, cable supports and means of cable protection from
mechanical damage
▪ gas detection system in pump room
▪ confirmation of not having potential source of ignition in pump room or
cargo area
▪ pump room ventilation system
▪ cargo discharge pre-judge level indicators are operational
▪ area designated for helicopter operations
o Hull Survey - For Chemical Tankers
▪ verification of gas and vapour tightness of doors and air ports.
▪ Cargo handling piping to be examined
▪ Ventilation system: - all spaces of cargo area, cargo pump room, cargo
control room, closing devices of all air intakes and opening into
accommodation service.
▪ Cargo tank liquid level indicators, alarms for cargo tanks.
▪ Environmental control of vapour space in cargo tanks and void spaces
surrounding tanks
▪ Pump and pipeline identification.
▪ Electrical bonding
▪ PPE and fire protection
o Annual survey of machinery space
▪ machinery and boiler spaces inspection.
▪ Main and auxiliary steering gear
▪ Testing of communication means between bridge, ECR and steering gear
 ▪ Emergency escape routes
▪ Bilge pumping system and bilge wells.
▪ Boiler pressure vessel and external mountings
▪ Electrical machinery, emergency source of power
▪ Fire extinguishing apparatus – fire hoses, nozzles, applicators
▪ Testing of emergency fire pump
▪ Fire extinguishers, their testing, inspection
▪ Examination of fixed firefighting system and fire smoke detection system.
o Annual Audits
▪ Annual surveys include annual audits to maintain validity of ‘PMS’.
▪ This includes records of performance test, maintenance records, written
details of breakdown and malfunctioning

➢ CONDITION OF CLASS
o these are the requirement imposed by the society which will affect the class if not
complied with by the assigned due date.
o Condition of class is a defect/blemish of hull/machinery/equipment, repair of
which cannot be left to the direction of owner.
o This is only given to the class items and not to the statutory item
o When conducting surveys, any damage, defects, or breakdown is noticed which is
of such nature that does not require immediate permanent repair but is
sufficiently serious to require rectification by a prescribed date in order to
maintain ‘class’, suitable “condition of class” will be imposed by the surveyor
o Where adequate repair facilities are not available, consideration may be given to
allow the ship to proceed directly to complete the voyage by imposing this
“condition of class
o Where ‘condition of class’ is imposed, a due date will be assigned for completion
and ships ‘class’ will be subject to a suspension procedure if “condition of class” is
not dealt with. “condition of class” can be postponed by agreement.
o If it is ascertained that the owner has failed to comply with regulation of the
‘class’ on reported conditions of hull or equipment or machinery of the ship
before the due date assigned by audition of ‘class’ the ‘class’ will be suspended or
withdrawn.
o The suspension or withdrawal of ‘class’ may be extended to include other ships
controlled by same owner, when failure to comply with these requirements of
‘class’ imposed are sufficiently serious.
o A vessel must be in ‘class’ at all times to be covered for insurance and
employment
6. With the aid of a demonstrating sketch explain the difference between International load line
marking and subdivision load line marking. How will you prepare your ship for renewal
Loadline survey?

Answer –

The Plimsoll Line is the line where the hull of a ship meets the surface of the water, in concept or
reality. Specifically, it is also the name of a special marking, also known as the International Load
Line or water line (positioned amidships), that indicates the draft of the ship and the legal limit to
which a ship may be loaded for specific water types and temperatures in order to safely maintain
buoyancy, particularly with regard to the hazard of waves that may arise.

Temperature affects the level because warm water provides less buoyancy, being less dense
than cold water, as does salinity because fresh water is less dense than salty seawater.

For vessels with displacement hulls, the hull speed is determined by, amongst other things, the
waterline length. In a sailing boat, the waterline length can change significantly as the boat heels,
and can dynamically affect the speed of the boat.

The purpose of a load line is to ensure that a ship has sufficient freeboard (the height from the
water line to the main deck) and thus sufficient reserve buoyancy, indisputable seen from the
outside.

The original “Plimsoll mark” was a circle with a horizontal line through it to show the maximum
draft of a ship. Additional marks have been added over the years, allowing for different water
densities and expected sea conditions.
The letters on the load line marks have the following meaning :
TF – Tropical fresh water
F – Fresh water
T – Tropical sea water
S – Summer temperature sea water
W – Winter temperature seawater
WNA – Winter North Atlantic
Subdivision load line marks

Passenger ships having spaces which are adapted for the accommodation of passengers and the
carriage of cargo alternatively may have one or more additional load line marks corresponding to
the subdivision drafts approved for the alternative conditions. These marks show P1 for the
principal oassenger condition, and P2, P3, etc ., for alternative conditions, however in no case
shall any subdivision load line mark be placed above the deepest load line in salt water
Preparation for a load line survey
1. Check that all access openings of enclosed structures are in good conditions. All dogs, clamps
and hinges to be free and well greased. All gaskets and watertight seals should be crack free.
Ensure that the doors open from both sides.
2. Check all cargo hatches and access to holds for weather tightness.
3. Check the efficiency and securing of portable beams.
4. If portable wooden hatch covers are used check that they are in good condition
5. If tarpaulins are used at least two should be provided for each hatch and in good condition.
6. Inspect all machinery space opening on exposed deck
7. Check that any manholes and flush scuttles are capable of being made watertight
8. Check that all ventilator openings are provided with efficient weathertight closing appliance
9. All airpipe should be provided with satisfactory means for closing and opening
10. Inspect any cargo ports below the freeboard deck and ensure that all of them are watertight
11. Ensure that non return valves on overboard valves are operating in a satisfactory manner
12. Side scuttles and openings below the freeboard deck must have efficient internal watertight
deadlights
13. Check that all freeing ports are in satisfactory conditions
14. All guard-rails and bulwarks should be satisfactory condition
15. Derust and paint the deck line, loadline marks, load line and the draught marks
7. Q
a) What are the essential elements of preventive maintenance on board ships?
b) Analyze the link between statutory and classification survey of ship machinery and
equipment with respect to routine maintenance and how it is effectively merged in ships
safety management system under the ISM code.

Answer –

The elements of planned preventive maintenance are:-

• Safety, quality and efficiency

• Standardized maintenance scheme for the fleet

• Phased and balanced overhaul schedules

• Prevention or at least greatly reduced, breakdown of equipment

• Optimization use of man power, machinery and money

• Proper control of spare parts and stores inventory on board

• Planned preventive maintenance can be effectively applied on ships in the following

areas:

A) Main Engine:
Every 500 hours
1) Clean turbocharger air filter
Every 1000 hours
1) Clean under piston and scavenge spaces change scavenge valves
2) Inspect piston, piston rings and liner through scavenge ports. Check if cylinder is
flowing into the liner.
3) Carryout Crank case and cam case inspection
4) Do function test of all alarms/cut outs
Every 2000 hours
1) Send L.O. samples for analysis
2) Check main and cross head bearing clearance
3) Grease M/E fuel links
Every 4000 hours
1) Check overhead fuel valves
2) Overhaul starting air valves and exhaust valves
 3) Check tightness of cylinder head units
4) Change governor oil.
5) Clean air cooler
Every 8000 hours
1) Decarbonisation of cylinders
2) Overhaul automatic starting air valve
3) Overhaul exhaust valve hydraulic actuators
4) Check/adjust fuel pump timing
5) Overhaul fuel pump
6) Test cylinder head relief valves
7) Over haul turbo charges
8) Check/adjust tightness of holding down bolts
9) Check thrust bearing clearance

Every 32000 hours

- Replace fuel pump plunger and barrel

B). Statuarory and classification survey of ship machinery and equipment provides the link and
effectively merged in ship safety management under ism code.ism code element 10 describes
maintenance of the ship and equipment.

The procedures should be established which ensure that maintenance; repairs and
relevant surveys are carried out in a planned, safe and timely manner with the provisions of
relevant rules and regulations.
Inspections, reporting maintenance non-conformities, corrective action, records-while
original signed reports and certificates are required by flag administrations or classification
society to keep on board, copies of maintenance records, survey reports and certificates
covering international, national and classification rules and regulations should be held ashore by
a responsible person. records must be retained onboard and ashore for a prescribed period.
Critical equipment and systems to be identified -appropriate tests and other procedures
should be developed to ensure functional reliability or the use of alternative arrangements in the
event of sudden failure.
The inspections mentioned in 10.2 as well as the measures referred to in 10.3 (corrective
action) should be integrated into the ship’s operational maintenance routine
8. Q
a) What are the various statutory certificates carried onboard oil tanker, and their validity?
Mention the conventions, under which they are issued, giving the reference of their
conventions.
b) Explain harmonization of statutory certificates under the SOLAS 74/78 convention. If a
period of a statutory certificate has just expired and a port is having inadequate survey
facility, state the actions you will take in compliance with the provisions of SOLAS.

Answer –

(a). Statutory certificates carried on Oil Tankers ~ Their Validity & related Conventions

Certificate Or document Reference / Reg Restriction

SOLAS
Cargo ship safety construction
Reg I/12 Cargo Vessels > 500 GT
certificate
Cargo Ship Safety Equipment
Reg I/12 Cargo Vessels > 500 GT
Certificate
Cargo Ship Safety Radio Certificate Reg I/12 Cargo Vessels > 500 GT
Cargo Ship Safety Certificate Protocol 88 Reg I/12 Cargo Vessels > 500 GT
Cargo Vessels > 500 GT
Min Safe Manning Document Reg V/14.2
, Passenger Vessels
Safety Management Certificate (ISM) Reg. IX/4 ISM Code 13.7 Cargo Vessels > 500 GT
Reg. IX/4 ISM Code Reg
Document Of Compliance (ISM) Cargo Vessels > 500 GT
13.2
International Ship Security certificate Reg. XI-2/1.12 ISPS code
Cargo Vessels > 500 GT
(ISPS) Reg. A/19.2
Emergency Towing Procedures Reg. II-1/3-4.2 Cargo Vessels > 500 GT
Oil T > 500 GT
Ships Structure Access Manuel Reg. II-1/3-6.4
Const After 1 July 2004
New Ships Of 1600 GT
Noise Survey Report Reg. II-1/3-12
And above
As – built Construction Drawings Reg. II-1/3-7 Cargo Vessels > 500 GT
Oil T > 150 Mts In
Ship Construction File Reg.II-1/3-10
Length
Deck Log Book Reg II-1/15.6.5 Cargo Vessels > 500 GT
Reg II-1/5, 22, 25-8 ILLC
Intact Stability Booklet Cargo Ships > 24 m
Protocol 88 Reg. 10
Coating Technical File Reg. II-1/3 -2 Cargo Vessels > 500 GT
Damage Control Plan Reg. II-1/19 HSC Code Cargo Vessels > 500 GT
Damage Control Booklet Reg. II-1/19 Cargo Vessels > 500 GT
Manoeuvring Information Reg II-1/28 Cargo Vessels > 500 GT
Maintenance Programme / Plan Reg.II-2/14.2.2 Vessels > 500 GT
Maintenance Programme / Plan for Reg.II-2/14.2.4 Tanker
IGS,Deck Foam Sys,FSA in pump
room, Flammable gas detectors
Training Manuel Reg.II-2/15.2.3 Vessels > 500 GT
Fire Control and Safety Plan Reg.II-2/15.2.4 1995 + Vessels > 500 GT
2000 HSC code
Fire Safety Operation Booklet Reg.II-2/16 Vessels > 500 GT
Instruction Manuel For IGS FSS Code Tanker > 20000 DWT
Factual Statement For LSRS Reg III/1.5 LSA Code Cargo Vessels > 500 GT
4.4.7.6
Muster List Reg. III/8,37
Emergency Instructions Reg. III.8
Ship Specific Plan For Recovery Of Reg. III/17-1 All Ships
Person from water
Training Manuel For LSA Reg III.35 Cargo Vessels > 500 GT
Instructions For On board Cargo Vessels > 500 GT
maintenance Of LSA
Radio Record Cargo Vessels > 300 GT
VDR COP Cargo Vessels > 3000
GT
AIS Test Report Cargo Vessels > 300 GT
LRIT – Conformance test Report Cargo Vessels > 300 GT
Int Code For Signals Up to Date Cargo Vessels > 300 GT
Deviation Curve For Magnetic Cargo Vessels > 150 GT
Compass
Nautical Publicatiuons Cargo Vessels
Records Pilot Ladder Cargo Vessels
MSDS Ships Carrying Marpol
Annex 1 cargo / marine
F.O
Ship Security Plan ISPS A/9 Cargo Vessels > 500 GT
MARPOL ANNEX 1
IOPP Certificate Reg. 7.1 Cargo Vessels > 150 GT
Statement Of Compliance with CAS Reg 20.6 /21.6 Non Dbl Hull / 5000 tdw
as a Supp to IOPP (Now phased Out)
Plans & Documents
Reg 33 Ext Crude Oil Tkr
>40,000tdw
COW Manuel
New Crude Oil Tkrs.
>20,000 tdw
Dedicated Clean Ballast Tank Op Reg 18.8 Ext Crude Oil Tkr .
Manuel >40,000tdw with Ded
 Cln Ballast Tks
Record Of ODMCS for Last Ballast OT . 150 GT
Voyage
ORB 1Machinery Spaces 17.1 , 36.1 OT>150 GT & other
>400GT
ORB 2 Cargo / Ballast 17.2 36.2 OT>150 GT
SOPEP Reg 37 OT>150 GT & other
>400GT
STS Ops Plan Reg 41 OT>150 GT
MARPOL Annex IV
ISPPC sewage Reg 5 > 400 GT or carry + 15
ppl
Result Of Calc Of Mod rate of disc Reg 11.1.1
Annex V
Garbage Management Plan Reg 9 >400 GT or Carry
>15ppl
Garbage Record Book Reg 9 >400 GT or Carry
>15ppl
Annex VI
IAPP Cert Reg 6.1 >400GT
EIAPP Cert Nox Tech Code Engines >130kW
Int Energy Efficiency Certificate Reg 6.4 >400GT
Plans & Documents
ODP List Of Equip Reg 12.5 & 12.6 >400GT
F.O Change Over Procedures & Log
Book
VOC Management Plan
Incinerator Operating Manual >400GT
BDN & Rep Sample >400GT
SEEMP >400GT
EEDI Tech File >400GT

Load Line Conv 66

ILLC >24m In Length
International Tonnage Conv 69
Int Tonnage Certificate >24m In Length

AFS Convention
Int A-F Sys Certificate >400GT
Int A-F Sys Declaration >24m In Length &
<400GT

STCW 78/95/2010
Certificate of Master , Officers &
Ratings
Rest Hours

ILO Conventions
MLC & DMCL Part I & II >500GT
Cert Of Compliance for
Accomodations
Medical Certificates
Load Test Certificates cargo gear

Liability Convention
Cert Of Insurance for Civil Liability Carrying >2000 Tons of
for Oil Poll Damage Oil as cargo

IHR Int Health Regulations

Ships sanitation control cert

Telecommunication Union
Conventions
Radio Station Liscence Ch V Radio Reg 18 Vessels Radio Station
Radio Service Doc Vessels Radio Station

Convention On the Law Of the SEa

Certificate Of Registry Art 91 All ships

➢ HARMONIZATION OF SURVEY
o A harmonized system of survey and certification (HSSC) covering international
shipping regulations adopted by the IMO enters into force on 3 February 2000, in
order to alleviate the problems caused by survey dates and intervals between surveys
which do not coincide, covering international shipping regulations including the codes
and conventions of these following institutions:
▪ International Convention for the Safety of Life at Sea (SOLAS), 1974
▪ The International Convention on Load Lines (LL), 1966
▪ The International Convention for the Prevention of Pollution from Ships, 1973,
as modified by the Protocol of 1978 relating thereto -MARPOL 73/78
▪ The International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (IBC Code)
▪ Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (BCH Code)
▪ Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code).
o Surveys, made in accordance with the HSSC system for ships, to harmonize intervals
between surveys of all legitimate certificates issued to all marine vessels.
o The harmonized system is presumed to facilitate all the troubles of periods between
surveys so that any ship would not have to worry about going into the process of a
survey schedule required by one convention right after having gone through the
same thing concerned in connection with another instrument.
o The international requirements introducing the harmonized system of survey and
certification for the SOLAS and Load Lines Conventions were adopted by IMO at an
International Conference on the Harmonized System of Survey and Certification held
in 1988 – In 1978 previously other conventions were already brought about for the
same matter line MARPOL etc
o List of certificates required on board ship relating to harmonized system of survey
and certification (some depend on type of ship)
▪ Passenger Ship Safety Certificate, including Record of Equipment
▪ Cargo Ship Safety Construction Certificate
▪ Cargo Ship Safety Equipment Certificate, including Record of Equipment
▪ Cargo Ship Safety Radio Certificate, including Record of Equipment
▪ Cargo Ship Safety Certificate, including Record of Equipment
▪ International Load Lines Certificate(ILLC)
▪ International Load Lines Exemption Certificate
▪ International Oil Pollution Prevention Certificate
▪ International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk.
▪ International Certificate of Fitness for the Carriage of Dangerous Chemicals in
Bulk
▪ International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
▪ Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
o The harmonized system provides for:
▪ A one-year standard interval between surveys, based on initial, annual,
intermediate, periodical and renewal surveys as appropriate;
▪ A scheme for providing the necessary flexibility for the execution of each
survey with the provision that the renewal survey may be completed within
three months before the expiry date of the existing certificate with no loss of
its period of validity;
▪ A maximum period of validity of five years of all certificates for cargo ships;
▪ A maximum period of validity of 12 months of the Passenger Ship Safety
Certificate;
▪ A system for the extension of certificates limited to three months to enable a
ship to complete its voyage (or one month for ships engaged on short
voyages);
▪ When an extension has been granted, the period of validity of the new
certificate is to start from the expiry date of the existing certificate before its
extension.
o The main changes to the SOLAS and Load Lines Conventions are that annual
inspections have been made mandatory for cargo ships and unscheduled inspections
have been discontinued. Other changes refer to survey intervals and requirements.
o No more unscheduled inspections for harmonized system of classification for ships,
while annual surveys have been made mandatory
o At least two inspections are required to be executed of the ship’s bottom in a five
year period; maximum interval between the inspections has also been set at not
more than thirty-six months.
o A substantive harmonized system for merchant marine which credits a combined
cargo ship safety certificate to replace existing safety equipment, safety construction
and safety radio certificates
9. In whose interest and by whom the vetting inspections on oil tankers are carried out? How
will you systematically prepare a 25yr old Crude oil tanker for a vetting Inspection? What
kind of vetting inspections are carried out on Chemical tankers?

Answer –

Vetting inspection is a grading system of a ship, enabling a potential charterer to compare

between similar ships and choose the best for his needs, to maximize efficiency.

Vetting inspection is in interest of:

1) Charterers
2) Terminal operators
3) Ship operators
4) Government bodies concerned with safe operation
Vetting inspections may be undertaken by:

1) Individual oil/chemical companies or terminals

2) Accredited SIRE inspectors under the SIRE system (Ships Inspection and Reporting
Program)
3) Accredited CDI inspectors under the CDI system (Chemical Distribution Institute)
The onboard inspection can be successful if the tanker is prepared for the inspection. The
inspector who is to carry out the inspection will start to collect impression from even before the
time he takes his first stem onto the gangway and will continue to do so until he takes the last
step off the gangway when leaving the tanker after completing the inspection.

Make sure that each head of department has completed his own inspection before arrival at port
and that any deficiencies have been reported / corrected. This should be incorporated into the
normal routine guidelines.

An effective way of administering this is to introduce a Self-Assessment form covering the

relevant areas.

The next layer in this table is the delegation given to petty officers and in turn, to the rest of the
crew. This will achieve an understanding all the way down through the ranks.

1. The inspector may require checking the condition of the ballast tanks. As this may require
tank entry, he will require that forepeak and one additional ballast tank are prepared for tank
entry on arrival at the inspection port. We need to follow this demand only SUBJECT to
terminal requirements and ensuring the safety of all on board.
2. During the inspection process the inspector might request the following equipments to be
tested / operated (please follow this demand only SUBJECT TO terminal requirements and
vessel’s safe operations):
1) Lifeboat engine
2) Emergency generator
3) Emergency fire pump
4) Emergency steering
5) Oily water separator
6) ODME
7) Oil mist detector
8) P/V valves
9) Engine room / pump room bilge high level alarms
10) Steering gear
11) Breathing apparatus
12) Fire fighting system
13) Inert gas system alarms
14) Steering gear
15) Engine room ventilation shutdowns
16) Fuel oil cut-off valves
3. Be prepared to calibrate and / or demonstrate the proper operation of:
1) Combustible gas detectors or fixed gas detection system
2) Oxygen analyzer
3) Toxic gas detector
4) Overboard discharge monitor (ODME)
4. Be prepared to demonstrate the proper operation of:
1) Cargo pump emergency shutdown and bearing alarms.
2) High level alarms
3) Tank overfill alarms
4) Quick closing valves.
Documentation required for each inspection

The following documents need to be checked and prepared before the inspection begins.

1. In case of SIRE inspection, OCIMF Vessel Inspection Questionnaire must be studied. Please
ensure all officers onboard are familiar with contents of VIQ 4. The corresponding Vessel
Particular Questionnaire (VPQ) is necessary for oil companies to evaluate the vessel.
2. A valid crew list
3. Minimum safe manning certificate
4. Latest Officers’ matrix.
5. Summary of officers/ engineers/ crew certificates of competencie, proficiencies and DCE with
evidence of administration acceptance.
6. Summary of officers / engineers training certificates; BTM, GMDSS, Security, Safety, etc.
7. The certificate of registry
8. The vessel’s trading certificates, (copies to be sighted if originals are ashore) e.g. safety
equipment, Loadline, safety radio, IOPP, Safety Construction, International Tonnage, ISM and
DOC, Cerificate of Fitness / Noxious Liquid substances certificate etc.
9. Certificate of civil liability for oil pollution
10. An approved SOPEP, and OPA 90 Manual if applicable.
11. The USA certificate of Financial responsibility
12. The last port of Financial responsibility
13. The last port state inspection certificate (maintain for 2 years)
14. Oil record boos Part 1 and 2, cargo record book if applicable.
15. The class certificate.
16. Class status report, not older than 3 months.
17. Approved manuals: Stability, Damage stability, Inert Gas, COW, ODME etc
18. Reports of audits by company and by class representatives – Finding and Closing report
19. Files containing accidents, near misses and safety committee minutes with evidence of shore
management response.
20. SOLAS training manual, SOLAS maintenance Manual, LSA and FFA maintenance records.
21. Planning summary and records of drills and emergency exercises – dates and frequencies.
22. The cargo gear register: record of testing and through examination of lifting equipement
23. The managers’ operating instructions
24. The company drug and alcohol policy and implementation documentations ( records of un
announced testing)
25. Garbage disposal record and management plan
26. Class approved ballast water management plan
27. Mooring log books with records of the testing of mooring winch brakes, mooring rope / wire
manufacturers certificates, synthetic tails test certificates, shackle certificates, bow stopper
certificate (one certificate per piece)
28. Hot work and enclosed space entry permits
29. The publications listed in the OCIMF Vessel Particular Questionnaire
30. Records of work and rest hours
31. Records of calibration / service of safety equipments/ monitoring / appliances e.g. gas
measuring , UTI, etc
32. Vapor lock calibration certificates.
33. Documentation verifying that cargo manifolds and associates valves and reducers are
fabricated of steel and that it meets OCIMF requirements.
34. Record of testing alarms and other emergency or critical equipment.
Also please note that since it is an old tanker so following to be ready / checked:

1. Enhanced survey file with thickness measurement report.

2. Sign for corrosion at vulnerable areas.
3. Hull markings
4. General condition of pipelines including cargo pipelines.
5. Condition of vent flaps and other watertight arrangements
Since all single hull tankers have already phased out (last in 2010), this tanker must have been
converted into a double hull tanker, in order to keep plying. The area between the double hull
may be inspected for wastage / corrosion.

Vetting inspection for chemical tankers

Chemical Distribution Institute (CDI)

CDI-M(Marine) was created by the chemical industry to improve the safety and quality
performance of bulk liquid shipping. Due to hazardous nature, high value and widely varying
physical properties of bulk liquid chemical and chemical gases, the vetting of tankers for carriage
of such cargoes is among the most rigorous in shipping industry, in assessing whether a
particular ship is suitable for the carrier of their products.

Operation of CDI marine (CDI-M) scheme

A charterer who is registered CDI participant and who requires an inspection report for a specific
ship can enter the database and access the report, subject to the ship owners’ permission.
Should a chemical company wish to charter a tanker which is not yet the subject of an inspection
report, it will contact the ship owner and request an inspection be carried out by a fully qualified,
CDI accredited inspector. Although the participant is responsible for the cost of the inspection,
the ship owner pays a fee to CDI for entering the inspection report on the database. After
completion of the report, ship owners are given fourteen days to make comments and these are
also logged on the database. Inspection reports are kept on the database for thirteen months
and then archived unless renewed in meantime.
10. With reference to PSC inspections, explain various ‘codes’ used to represent ‘Actions to be
taken’ by the vessel against deficiencies reported. Your IOPP equipment is not operational
for want of spares awaited in the next port of call. How will you present your case to a PSCO
for voyage permission till next port?

Answer –

ACTION TAKEN CODES

CODE 10 Definition: deficiency rectified.

Application: this code is used when a noted deficiency has been confirmed to be
rectified and the PSCO has checked and found to be rectified.

CODE 12 Definition: all deficiencies rectified.

Application: this code is used when all, and not most, the deficiencies listed in the
inspection report are checked and found to be rectified.

CODE 15 Definition: Rectify deficiency at next port.

Application: this code is used when a deficiency cannot be remedied in the port of
inspection. In such case the maritime authority may allow a ship to proceed to
another port, if appropriate under conditions as determined by the port of
inspection.

Combination of codes:
If PSCO decides to allow rectification of a deficiency at the next port, the next port
is informed immediately (code 15 + code 40). In case the deficiency is a
detainable one (code 30 + code 15) and cannot be rectified in the port of
detention, the code 45 (next port informed to re-detain) is used at the end of the
report.

CODE 16 Definition: Rectify deficiency within 14 days.

Application: although, in principle, all deficiencies must be rectified before
departure, code 16 can be used in case of minor deficiency, which, to the
professional judgement of the PSCO, is not hazardous to safety, health or the
environment and does not require immediate follow-up.
CODE 17 Definition: Master instructed to rectify deficiency before departure
Application: this code is used in case the nature of a deficiency requires
rectification before the ship proceeds and the PSCO has informed the master
accordingly (it is up to the professional judgement of PSCO to decide, on a case by
case basis, if he has to return to the ship to check personally if the respective
deficiency has been rectified).
CODE 18 Definition: Rectify non-conformity within 3 months
 Application: this code is used for ISM non-conformities of ISM related
deficiencies. A non-conformity means an observed situation where the objective
evidence indicates the non-fulfilment of a specific requirement.
Attention: In case of an ISM major non-conformity, action taken code 19 is used.

CODE 19 Definition: Rectify major non-conformity before departure.

Application: this code is used for ISM major non-conformity. Major non-
conformities have to be rectified before departure.
A major non-conformity means an identifiable deviation which poses a serious
threat to personnel or ship safety or a serious risk to the environment and
requires immediate corrective action. In addition, the lack of effective and
systematic implementation of a requirement of the ISM Code is also considered a
major non-conformity.

CODE 30 Definition: Ground for detention.

Application: this code is used to indicate the deficiency which is the ground for
detention of a ship.
Combination of codes:
A code 30 deficiency should in principle be followed by a code 10 (deficiency
rectified), to indicate that the deficiency which is ground for detention has been
rectified. If a detainable deficiency has been rectified by a temporary or
provisional repair or substitution of equipment:
Code 30/80. In such case there should be indication when a full/definitive repair is
to be carried out.
SIRE NAC database filled in accordingly.

CODE 35 Definition: Ship allowed to sail after detention (ship allowed to sail after follow-up
detention, see Code 36).
Application: Used when PSCO decided that the detention can be lifted.

CODE 36 Definition: Ship allowed to sail after follow-up detention.

Application: when a follow-up detention is raised code 36 must be filled in on the
inspection form.

CODE 40 Definition: next port informed.

Application: PSCO of the “next port” shall board the ship to check deficiencies to
be rectified.
PSCO of the “next port” may carry out an additional inspection.

CODE 45 Definition: next port informed to re-detain.

Application: used in case when a second port is involved in the continuation or
follow-up of a detention.
CODE 50 Definition: Flag State/ Consul informed.
Application: when a ship has been detained, the respective port State authority
shall notify the flag State / Consul.
Flag State must be notified on every individual detention.
CODE 55 Definition: Flag State consulted.
Application: used whenever the flag State is consulted with regard to relevant
deficiencies.

CODE 70 Definition: Classification Society informed

Application: Classification Society contacted or informed about a class related
deficiency.

CODE 80 Definition: Temporary/provisional substitution or repair of equipment or

exemption granted.

CODE 85 Definition: Investigation in contravention of discharge provisions (MARPOL 73/78)

CODE 95 Definition: Letter of warning issued

CODE 96 Definition: Letter of warning withdrawn

CODE 99 Definition: Others

Application: Code 99 is used if it is impossible to code an action taken with the
existing codes.

Voyage Permission from PSCO for next Port of Call:-

1. OWS (Oily Water separator) not working is a detainable deficiency under MARPOL ANX 1.
2. Report same to PSCO, show him correspondence between ship & H.O. and purchase
department.
3. Make the indent of spare and purchase order no. of the same, show bilge water tank
have enough capacity to complete the voyage , If don’t have enough capacity to bilge
holding tank then arrange for shore discharge before leaving from port.
4. Ensure him MARPOL seals records will remain intact, ensure him that repair will be
carried before arriving next port & same will be confirmed to next port PSCO.
5. Take dispensation from R.O. / Flag state.
6. If your vessel is tanker bilge holding tank about to overflow then can be transferred to
Slop tank with provision of approved pipeline and make sure that you have sufficient
space in Slop tank.
7. You may transfer the contents to waste oil tank and evaporate or transfer to reception
facilities upon port arrival.
8. PSCO will allow vessel to sail under code 15, 40.
11. Explain the term “port state control” (PSC) Inspection. Underline its authority and the basis
of such inspections. Enumerate the relevant regulations and annexes of SOLAS 74, LOADLINE
66, MARPOL 73/78, STCW 78 and TONNAGE 69, which forms the provisions for PSC. What is
understood by Concentrated Inspection Campaign?

Answer –

A. PORT STATE CONTROL:

➢ It is an inspection program under which all countries work together to ensure that all
vessels entering their water are in compliance with strict international safety and
antipollution standards.
➢ All countries share their findings with each other and the ships that are found to be in
violation of laid down standards are detained in port, until their deficiencies are
rectified
➢ PSC inspection:
• All ships in commercial trading need to be registered on country which
identifies its owners. The country of registration is known as “flag state”
it is the duty of the flag state to ensure all its ships flying their flag is
safely constructed, equipped and maintained as per relevant regulations
of IMO and ILO.
• But ship trade internationally and have to call at various ports all over
the world and many ships may not call their flag state ports, so it makes
inspection of ships by flag state to ensure compliance with rules
regarding safety, maintenance, manning etc impossible so it is
imperative that ships must be inspected at various ports to ensure
compliance. This is termed as port state control (PSC).
• All countries involved in inspecting ships will share their findings with
each other. The ships that are found to be in violation of laid down
standards are detained in port, until their deficiencies have been
rectified.
➢ The objective of PSC
• Is to detect and discourage owners from operating substandard ships
that endanger not only the ship’s crew and the port, but also the
environment.
• PSC inspection helps to minimize the threat to life, properly and the
environment by disallowing substandard shipping.
• The fundamental aim of the PSC is to supplement the inspections by the
flag state and eliminate sub-standard ships in order to ensure safer
ships and cleaner oceans it includes boarding, inspection, remedial
action and possible detention under the applicable conventions.
 •Port state control can be applied not only to those countries, who are
party to the convention but also to the ships that fly the flag of a state
that has not rectified a convention. Thus no ships are exempted from
inspection because the principle of no more favourable treatment
applies.
• Any state may also in act its own domestic laws and impose additional
national rules and regulations on foreign ships entering its water
➢ KEY-ELEMENTS:
• Ensuring compliance with international rules regarding safety, marine
pollution and threat to working environment.
• Detaining substandard vessel till all deficiencies are rectified.
• Implementing a initially agreed figure of annually inspecting the
minimum number.
• Applying a targeting system. Selection is such that well run vessels are
not harassed whereas blacklisted vessels will not be allowed to operate.
• Harmonizing and strengthening to the greater extent PSC’s authority to
carry out better surveillance.
• Providing technical assistance and training, where the need is identified.
B. RELEVANT REGULATIONS:
➢ 1) SOLAS 1974
• Regulation I /19 ( chapter 1, regulation 19) – General provision/ control
• Chapter IX, regulation 6 --- Management of safe operation ship
• Chapter XI-1 , regulation 4—special measures to enhance maritime
safety
• Chapter XI-2, regulation 9 – special measures to enhance maritime
security.
➢ 2) MARPOL 73/ 78
• Article 5 – Certificate and special rules on inspection of ships
• Article 6—Detection of violation and enforcement of convention
• Regulation 11 of annex 1 – PSC on operational requirement
• Regulation 16 of annex II -- PSC on operational requirement
• Regulation 8 of annex III -- PSC on operational requirement
• Regulation 13 of annex IV – PSC on operational requirement
• Regulation 8 of annex V -- PSC on operational requirement
• Regulation 10 of annex V I-- PSC on operational requirement
➢ 3) LOADLINE CONVENTION
• Article 21:- Limitation of draught, to which a ship on its international
voyage is to be loaded i.e Max Freeboard
➢ 4) STCW 1978
 • Article X – control regulation ( Rights of PSCO to ensure all seafarers
have appropriate certificates)
• Regulation ¼ -- control procedure
➢ 5) TONNAGE 1969
• Article 12 – verification of tonnage certificate
• Although Tonnage convention is not a safety convention, the revision
A787 (19) has laid down the guidelines for PSC. However the control
provision of article 12 of TONNAGE 1969 does not include the provision
for detention of ships.
➢ 6) MLC 2006
• Regulation 5.2 on port State control,
• inspections would deal only with the relevant requirements of this
Convention (Articles, Regulations and the Standards in Part A)
• A Member may be the subject of inspection in accordance with
paragraph 4 of Article V for the purpose of reviewing compliance with
the requirements of this Convention

C. CONCENTRATED INSPECTION CAMPAIGN:

➢ Concentrated Inspection Campaign are designed by several MOU members to alert
owners visiting their ports in order to promote specific compliance with a convention.
The purpose of this joint Concentrated Inspection Campaign is to ensure compliance
with rules and regulations under various conventions.
➢ Every year a PSC Concentrated Inspection Campaign on an agreed topic by the major
MOUs is carried out. In practice, the Concentrated Inspection Campaign means that
during a regular port State control inspection the arrangements, maintenance
records and other applicable documentation related to agreed topics will be
verified in more detail for compliance.
➢ These campaigns normally last a period of 3 months and focus on a specific area of
the ship. Eg.
• CIC on Propulsion and Auxiliary Machinery,
• CIC on Hours of Work and Rest,
• CIC on Fire Safety Systems,
• CIC on structural safety and the international conventions on load line
• CIC Lifeboat Launching Arrangements
• CIC to verify Safety of Navigation in compliance with SOLAS Chapter V
12. Define ‘Unseaworthy ship’ within the meaning of MS Act 1958 as amended. Explain
‘detainable deficiency’ with reference to a PSC inspection and describe the procedure to be
followed for timely release of a vessel detained for serious structural deficiencies under PSC.

Answer –
In the MS Act 1958 of India as amended the meaning of unseaworthy ship and unsafe ship is as
follows –
Under section 334 a ship is said to be unseaworthy “when the materials of which she is made,
her construction, the qualification of master, the number, description and qualification of the
crew including officers, the weight description and stowage of the cargo and ballast, the
condition of her hull and equipment, boilers and machinery are not such as to render her in
every respect fit for the proposed voyage or service.”
Detainable deficiency
A deficiency that presents an immediate threat to the ship, its personnel or the environment,
which renders the ship unsafe to proceed to sea. A ship can expect to be detained when in the
professional judgment of a PSCO i.e. he considered unsafe to allow a ship to proceed to sea
before the deficiencies identified has been rectified.
Examples of Detainable deficiencies :-
1. Under SOLAS
a. Failure of main propulsion, electrical, pumping and steering
b. Excessive oil leakage in ER, lagging insulation contaminated by oil
c. Absence, non compliance or poor condition of LSA equipments, Fire dampers,
Ventilation dampers, quick closing valves etc.
d. Absence, non compliance of poor condition of navigational light, and sound signals
e. Absence of corrected charts and publications.
f. Absence or failure of mandatory navigational system and equipments.
g. Absence or failure of radio communication systems.
h. Number, composition or certification of crew not corresponding to safe manning
certificates.
2. Under load line
a. Insufficient stability or ability to calculate stability conditions
b. Significant area of damage/corrosion/pitting of deck and hull effecting seaworthiness.
c. Absence or poor condition of hull closing devices such as hatch covers and water tight
doors.
3. Under MARPOL
a. Absence or poor condition or failure of OWS, ODMCS and alarms.
b. Remaining capacity of slop tanks/sludge tanks insufficient of intended voyage.
c. No oil record book
4. Under STCW
a. Lack of or insufficient crew member’s certificates / endorsements.
b. Inadequate navigational/engineering watch arrangements/personnel
c. Competency of crew members not adequate for the duties assigned for the safety.
d. Security of the ship and prevention of pollution
e. Insufficiently rested watch keepers for the first and relieving watch duties at the
commencement of the voyage.
5. Under ILO convention
a. Insufficient food and potable water for next voyage.
b. Excessively unsanitary condition onboard.
c. No heating in accommodation if ship operates in low temperature.
d. Excessive garbage, blocked passage ways.
Once the detained order has been placed on a ship it is likely to remain part of the historical port
state records for that ship and be displayed on web for at least 3 years. A detention order might
include an instruction that the ship has to remain in a particular place or move to anchorage or
other berth. The order should specify the circumstances tat would allow the detention to be
released. The fact that a ship has been detailed should be clearly stated on report form ‘A’

Procedure for rectification of deficiencies and release.

1. It is the responsibility of the owner / manager to inform the flag state and class about the
deficiencies and detention.
2. Port state will normally notify the flag state for any detention.
3. Flag state or classification society acting on its behalf may attend the ship to help resolve the
problem in this case PSCO might agree to the remedial action proposed by the surveyor and
allow him to oversee the repairs.
4. The master and/or the ship owner would need to authorize the repair work to be carried out
in presence of the surveyor.
5. There will be associated costs to cover. Port state inspection costs will of course also be
charged to the ship. Detention orders are lifted once all payment has been received in full.
6. When deficiencies which cost a detention cannot be remedied in the port of inspection, the
ship concerned may be authorized to proceed to the nearest appropriate repair yar available,
as chosen by the master and the port state authority, provided that the condition
determined by the competent authorities of the flag state and agree by the authority of the
port state are complied. Such conditions will ensure that the ship can proceed without risk to
the safety and health of passenger or crew or risk to other ships, or without being an
unreasonable threat to the marine environment. The flag state or the recognized
organizations acting on his behalf should issue single voyage certificate or preferable endorse
existing certificates (to proceed to a repair yard, normally in ballast). The terms of release
should be acceptable for the port state.
7. On the condition that all possible effects have been made to rectify the deficiency the ship
may be allowed to proceed to port where any such deficiency can be rectified.