KPI Vessel Acceptance Requirements and Safety Evaluation Criteria - Exte...

KPI - VESSEL ACCEPTANCE REQUIREMENTS AND SAFETY
EVALUATION CRITERIA WORK INSTRUCTION
1. General
All vessels offered to KPI Affiliates for the loading or discharging of crude oils, feedstocks, intermediates,
products and hazardous chemicals (as defined under COMAH regulations), are required to be in compliance
with the KPI Vessel Acceptance Requirements (VAR). For the avoidance of doubt, vessels calling at KPI
Affiliate installations on behalf of third parties, should also be in compliance.
KPI has elected to provide centralized vetting activities on behalf of its Affiliate Companies. The centralized
Vetting Group, located in Kuwait Petroleum Italia's offices in Rome, reports functionally to the KPI Group
Manager Supply.
The KPI Marine Vetting Group and the Affiliate on behalf of whom a vessel has been vetted, should ensure
that any statement of vessel compliance with the VAR does not constitute any certification whatsoever on
the part of KPI or any of its Affiliates, does not give the Owner or Operator of the vessel the right to have
the vessel chartered or employed by KPI or any KPI Affiliate and does not impose on KPI or any KPI Affiliate
any duty or obligation to charter or employ such vessel.
The concerned Affiliate, in co-ordination with the KPI Marine Vetting Group, should ensure that the Owner
or Operator understands that if the Vetting Group decides not to accept a particular vessel, they will not be
entitled to make any claim against KPI, the KPI concerned Affiliate, or any of their employees, agents or
contractors as a result of the non-acceptance.
If acceptance of a vessel by the KPI Marine Vetting Group results in a charter contract with the Owner or
Operator or with a Third Party, the concerned Affiliate should notify the Owner, Operator or Third Party
that such acceptance of the vessel does not relieve or discharge the Owner or Operator any liabilities or
obligations deriving from the subject charter contract.
In addition, the Owner, Operator or Third Party should be informed that acceptance of a vessel by one KPI
Affiliate will not necessarily imply or result in acceptance by another.
Should the KPI Marine Vetting Group decide to carry out a vessel inspection using either own employees,
agents or contractors in order to check compliance of the vessel with the VAR, the vetting group should
ensure that such inspection does not impose on KPI or any KPI Affiliate, any obligation to accept the subject
vessel, nor any other liabilities whatsoever.
It could be the case, that conditions may arise which could result in a vessel and/or a vessel technical
operator being placed on ‘Notice’, ‘Restriction’ or ‘Technical Hold’ by KPI Marine Vetting Group. This is
done in order to increase awareness of certain specific issues, concerns, or to ensure that actions are taken
prior to use of or continued use of a vessel or vessel technical operator’s fleet.
The included Appendix “A” details the above conditions.
KPI Marine Vetting Group reserves the right to carry out an evaluation of the shore-based management for
selected vessel operators, according to business interest, vessel’s employment and/or in relation to
performance of their operated vessels. This evaluation process will follow, but not limited to, the best
practices outlined within OCIMF Tanker Management and Self-Assessment (TMSA) 3.
Document Code: KPIC.WI.11.GVETT.001 Rev: 0

Approval date: 09 Jul 2018 Next Review Date: 09 Jul 2020 Page 1 of 16
UNCONTROLLED DOCUMENT IF PRINTED OR STORED OUTSIDE OF PUBLISHED AREA ON FORECOURT
2. Acceptance
With the exception of vessel under a specific contract with a KPI Affiliate, KPI Marine Vetting Group will not
grant blanket approval for any specific span of time, vessel is screened each and every time it is tendered
for KPI business.
Vessels proposed for KPI business will be subject to a screening process carried out by KPI Marine Vetting
Group. In order to be evaluated at least a suitable report should be available within the SIRE database. Such
report should be less than 6 months old and the relevant inspection should have been carried out during
daylight and while the vessel engaged in discharging operations.
Reports for inspections carried out while the vessel was performing operations other than discharging will
be considered at KPI discretion only and on a case by case basis and in relation to the type of employment
for which the specific vessel was nominated.
Vessels older than 20 years will require to undergo a KPI inspection before acceptance will be considered.
The inspection, in this case, will be valid for a period of 6 months.
OBO tankers will not be taken into consideration for KPI business.
3. General Principles
Any vessel offered for charter to a KPI Affiliate or nominated by a third party to load or discharge an oil
cargo (or cargoes), should be in compliance with the following:
1. The requirements of the International Conventions and Flag State laws and regulations.
2. The requirements of the Classification Society, Port State and Local Authorities regulations.
3. The provisions and recommendations of the maritime industry i.e. IMO, OCIMF, ICS, SIGTTO, etc.
Following a serious incident (i.e. pollution, grounding, collision, allision, etc) the subject vessel could be
evaluated/screened only if a SIRE report, subsequent to the incident date is available or a satisfactory KPI
vetting inspection has been carried out subsequently to the incident date, as appropriate to the type of
incident.
Vessel having a deadweight less than 20.000 tons but fitted with an Inert Gas System (IGS), SOLAS
compliant, must use it when carrying products having a flash point less than 60 °C.
3.1 Minimum Manning Level
The vessel should be adequately manned to ensure that operations (including but not limited to:
navigation, cargo, maintenance and mooring) are safely and efficiently performed in compliance with
applicable regulations and in respect of Rest Hours requirements.
The minimum vessel manning level should consist of at least one Master and three licensed deck Officers
and at least one Chief Engineer and three licensed engine Officers. All Officers should have conversational
proficiency in English.
For vessel operating the machinery space in UMS mode, one junior engineer is dispensed.

The purpose of above manning level is to adopt a watch system which excludes the Master and the Chief
Engineer and to allow a proper workload sharing for the maintenance and testing of safety and operational
equipment.
Different manning levels may be considered on a case-by-case basis, in relation to the type of employment,
vessel trading pattern and overall operational workload.
Although in compliance with requirement of related Minimum Manning Safe Certificate, manning levels
consisting of 3 deck Officers (including Master) and 2 engine Officers (including Chief Engineer) will not be
taken into consideration.
The included Officers Matrix requirements (Appendix B) details manning requirements and should be used
by the Operators as reference for compliance.
3.2 Drug & Alcohol Policy
With regards to the Drug and Alcohol Policy, provisions should be in place for an efficient onboard
unannounced alcohol testing programme on board vessels proposed for KPI employment.
In order to meet the concept that the frequency of the onboard testing has to serve as an effective
deterrent to abuse, frequency of such test should not exceed the assignment period of vessel personnel.
Requirements should be in place for unannounced on board alcohol test initiated by the Operator.
Where vessels are not operated under a “Zero Alcohol” policy, the operator should have documented
procedures addressing the following:
 System for controlling the issue of alcohol;

 Define the authority responsible for controlling the issue of alcohol;
 Onboard and shore side system to monitor the issue of alcohol;
 Method of verification for strict adherence to the policy.
3.3 Time Charter vessels
Specific KPI requirements will apply to vessels employed under a time charter contract.

4. Safety Evaluation Criteria
KPI has established “Safety Evaluation Criteria” (SEC) in each of the following areas:
1. Certification and Documentation

2. Safety Management.
3. Operational Safety.
The “Safety Evaluation Criteria” are referring to both the onboard and shore side management of the
vessel. Vessel employed under a Time Charter agreement should comply with them.
The SEC will be verified at the time of when a KPI vetting inspection is conducted. For vessel employment
other than time charter, where available, result of compliance with KPI Safety Evaluation Criteria, together
with the operator response will be taken into consideration at the time vessels are proposed for
employment and screened.
For vessels employed under a COA agreement, the applicability of the SEC will be identified on a case by
case basis by KPI Marine Vetting Group, in relation to the actual contract terms involved.
Appendix C lists all the applicable Safety Evaluation Criteria.
5. Effects of Requirements and Acceptance
This requirements and any vessel acceptances hereunder are for KPI’s own purposes only and in no way
grant any rights to third parties, nor will KPI accept any responsibility vis-à-vis third parties.
More specifically, no vessel acceptance under this requirements will constitute any representation to third
parties that an accepted vessel is of a certain standard.
Recent acceptance of a vessel by Third Parties such as oil majors, will not automatically result in vessel
acceptance.
6. Incident Reporting
The operator of vessels employed by KPI or any KPI affiliates is required to promptly notify to KPI Marine
Vetting Group in case the vessel is involved in any incident, accident or casualty including, but not limited to
collision, grounding, pollution, oil spill on deck, fire, explosion, structural failure, allision (contact) with
terminals/SBM, failure or breakdown of vessel’s equipment including, but not limited to, main and auxiliary
engine, cargo handling machinery and navigational equipment or any other incident affecting performance
of the vessel and/or scheduled voyage, such as port state detentions.
Following an incident report, before being considered for KPI and KPI Affiliate service, it is required that the
vessel operator ensures that a rigorous investigation is completed, repairs, where applicable, effected, root
causes identified and that effective corrective and preventative actions are taken, in order to avoid re-
occurrence of similar incidents on board any of the vessels within its fleet.
As consequence of an incident, the vessel may be placed on hold (preventing from being employed by KPI
and/or any KPI affiliates) until the incident investigation report has been reviewed by the KPI Marine
Vetting Group. Incidents must be reported to KPI Marine Vetting Group (e-mail address: vetting@q8.it) and
their successful closure will be part of the vetting acceptance.

7. Inspections
Vessels planned for Time-chartering (TC) or COA1 business are subject to a KPI SIRE inspection before
entering into the Charter Party, and the relevant satisfactory outcome is a pre-requisite for their
acceptance. Such inspection to be renewed at six month intervals during the contract validity timeframe.
Further to that, for any vessel proposed for business with KPI Affiliates, KPI Marine Vetting Group at its
sole discretion may request to inspect the vessel to verify compliance, following a screening process which
includes but no limited to review of available records, KPI database, PSC databases, suitable VIQ reports
made by major oil companies.
Inspection of a vessel by KPI Marine Vetting Group or its representative(s) will be in accordance with the
parameters specified within the OCIMF Vessel Inspection Questionnaire and with emphasis on KPI's own
“Safety Evaluation Criteria”.
Vessel Owners and/or Operators should agree that the Inspection report including their comments, if any,
will be sent to OCIMF for inclusion in the SIRE database.
Issues concerning possible or actual non-compliance with the “Safety Evaluation Criteria“ or any other
deficiencies will be discussed with the Master of the vessel during the inspection.
The Owner or Operator of the inspected vessel will send their formal comments with regards to non-
compliances with KPI SEC separately, directly to KPI Marine Vetting Group and the vetting group will take
these into consideration in their assessment of vessel suitability.
Based on the outcome of the inspection and the subsequent comments by Owner or Operator, KPI Marine
Vetting Group, at its sole discretion, will either accept the vessel or reject the same and advise the Owner
or Operator that a re-inspection is required.
KPI Marine Vetting Group may consider a request for an inspection in the following situations:
1. Chartering of the vessel is being considered.

2. Chartering of the vessel is being considered by a third party to transport an oil cargo purchased,
exchanged or sold by a KPI Affiliate.
3. The vessel will call at a terminal managed by a KPI Affiliate.
In making the request for an inspection, the Owner or Operator will confirm that they have no objection to
the “inspection report” being sent to OCIMF for inclusion in the SIRE database.
The KPI Marine Vetting Group will not accept any responsibility for the accuracy and/or the thoroughness
of an inspection. These are made for KPI's purposes only and are not intended, nor should they be taken, as
any kind of representation to third parties other than under SIRE programme rules.
Irrespective of vessel inspections, the vessel Owner and Operator will remain fully responsible in all
circumstances for the seaworthiness of the vessel and her suitability to load, carry and discharge her cargo.
1
In this context, a COA is meant as a contract involving vessels chartered by a KPI Affiliate to perform shipments over a specific
contractual period of time, whose duration is typically medium to long term.

8. Inspection Request
Requests for inspections should be produced using the template reported in the Appendix D and addressed
to:
KPI Marine Vetting Group,

c/o Kuwait Petroleum Italia S.p.A
Viale dell’Oceano Indiano, 13
Rome, Italy
Tel. 0039-06-52088830 - 52088536
Fax. 0039-06-52071090 - 52088724
e-mail: vetting@q8.it
9. Documented Information potentially impacted by changes here (or vice versa):
Corporate Documented Information:

 KPIC.PR.10.BMS.012 - KPI Document Management Procedure
 KPIC.PR.11.GVETT.002 – KPI Vessel Vetting Procedure
 KPIC.WI.11.GVETT.003 – Evaluation of Sea-going Vessels

2. APPENDIX A - DEFINITION OF DIFFERENT SPECIFIC WARNING MESSAGES
“On Notice”
A written formal warning given by KPI Vetting Group to a specific Vessel Technical Operator due to concern
generated by a one-off event or a negative operational performance by any of the Company managed
vessels. Negative HSE trends also fall under this category. This formal warning is used to notify the
Technical operator about concerns by KPI for the specific matter and ensure that corrective and
preventative actions are identified and implemented.
“Vetting Restriction”
This is a formal communication, made by the KPI Vetting Group to the Vessel Technical Operator, to clearly
instruct that a specific vessel of their managed Fleet, will not be further taken into consideration for
business with KPI and any of its Affiliates, until certain conditions and/or parameters are restored and/or
met.
“Technical Hold”
A temporary Vetting Rejection given by KPI Vetting Group to a Technical Operator against continued use of
their operated vessels, due to a significant event or serious negative trends or cause. A Technical Hold
would be effective until corrective and preventive actions, deemed satisfactory to KPI Vetting Group are
identified and implemented.

3. APPENDIX B - OFFICERS MATRIX REQUIREMENTS
Deck Officers experience Master & Chief Officer Second & Third*
If Chief Officer has less than one year

Aggregate > 3 years
Rank (sea time) Second > 1 year
Third > 1 year
Operator (calendar time) Aggregate > 2 years Aggregate > 1 year
Master > 2 years

This type of tanker (sea time) Aggregate > 2 years
Chief Officer > 2 years
All types of tanker (sea time) Aggregate > 6 years N/A
*should not be both newly promoted
Engine Officers experience Chief Engineer & 2nd Engineer 3rd & 4th Engineers
Rank (sea time) Aggregate > 3 years Aggregate > 1 year
Operator (calendar time) Aggregate > 2 years Aggregate > 1 year
Chief Engineer > 2 years

This type of tanker (sea time) Aggregate > 2 years
2nd Engineer > 2 years
All types of tanker (sea time) Aggregate > 6 years N/A
Note: On vessels operating machinery space in UMS mode and where only one junior engineer assigned, not
standing engine watch, the above combined experience requirements for junior engineers do not apply.

4. APPENDIX C - SAFETY EVALUATION CRITERIA
Chapter 1 CERTIFICATION AND DOCUMENTATION
1.1 Appropriate procedures manuals covering navigation safety, cargo handling, tank cleaning,
pollution prevention and mooring should be maintained on board. They should be relevant to the
vessel, written in the international and crew working language and familiar to the staff on board.
Where Operator’s procedures are available only in computerized version, suitable facilities should
be available for personnel to access the procedures. Personnel should be provided with adequate
training for the operation of the workstation.
1.2 If the vessel has changed Class within the past 6 months, record under previous classification
should be available.
1.3 Vessels older than fifteen (15) years should hold a Condition Assessment Programme (CAP)
certificate meeting following requirements:
• Areas covered should be Hull, Machinery and Cargo systems
• Rating 1
• The certificate should be issued by a Classification Society, member of the International
Association of Classification Societies (IACS), different from vessel’s own Class Society.
1.4 Junior deck Officers standing alone cargo watch should be in possession of a Certificate of
Specialized Training as applicable to the type of cargo being carried/handled.
1.5 Master should have sufficient experience in the rank; in case of recently promoted master (within
12 months), operator should have provided appropriate training with particular reference to ship
handling on approved simulator course.
1.6 On vessels where ECDIS is fitted, deck Officers including Master should have received the required
generic and type specific training. Cascade training is considered not acceptable for the purpose of
type specific training.
1.7 Operator should provide training course in Bridge Team Management for all Deck Officers. In
particular senior deck Officers should have attended a BTM course that would have included
following scenarios: Transiting Messina Strait, Transiting Turkish Straits (Dardanelles and Bosporus),
Malamocco passage and English Channel.

Chapter 2 SAFETY MANAGEMENT
2.1 Operators should have a policy ensuring control and renewal of officers and ratings qualifications. A
process should be in place on board to ensure that officers and ratings join the vessel with valid
licenses and required certification.
2.2 Operator’s policy to monitor and control the working hours and to minimize fatigue should include
instructions to the Master for actions to be taken in case that rest hours could not be met.
Guidance and instructions for the application of compensatory rest should be clearly defined. A
computerized system, ISF Watchkeeper or similar, should be implemented to facilitate monitoring
and control of the rest hours.
2.3 Appropriate manuals covering Navigation and Bridge procedures should be on board and cover at
least following:
• Requirement of navigation
• Pilotage
• Port arrival and departure procedures
• UKC (Under Keel Clearance)
• Bridge watchkeeping duties and responsibilities
• Procedures for voyage planning and execution
• Charts and nautical publications correction procedures (including electronic charts, if
applicable)
• ECDIS operating instructions
• Recording of voyage events
• Navigation equipment maintenance
• Basic watch conditions
2.4 On vessel where ECDIS is used as primary mean of navigation, the ECDIS Passage Plan should be
prepared in accordance with recommendations contained in the Admiralty publication NP232.
2.5 The 2nd Officer should be the appointed navigational officer.
2.6 The Operator’s policy should include provision for Superintendents to visit the vessel on a regular
basis to check implementation of company policies and monitor standards. Superintendent visits
are meant to complete technical or marine routine where on completion a report is completed
which includes also recommendations for any safety improvements to be made. Reports should be
available on board for review.
2.7 Operator’s policy should include provisions to ensure that sufficient crew is on board at all times
while in port to handle emergency situations.
2.8 If the vessel is not fitted with a fixed system for the monitoring of flammable atmosphere in the
ballast tanks and other non-cargo spaces, the vessel SMS should include sampling procedures for
detection of flammable atmosphere in such spaces, during both loaded and ballast passages. The
frequency of testing should be well defined within the procedures and should be in relation to the
length of the voyage.

2.9 Operator’s policy should include provision for on-board training program for all personnel involved
in cargo operations; the program should cover following topics as appropriate:
• Cargo operations
• Procedures and compliance
• Cargo system equipment
• Pollution prevention
• Emergency procedures
2.10 The vessel Planned Maintenance System (PMS) should be computer-based and should cover all
vessel equipment including navigation, deck, engine, cargo handling and electronic equipment and
machinery. The PMS should be centralized and should include:
• Details of maintenance schedules whether carried out according to running hours or

calendar period, or if condition monitoring is used as a substitute;
• Details, referenced to equipment manufacturer's instructions or experience, of what
maintenance is required;
• Historical data on maintenance and repair work which has been carried out;
• Schedule of planned maintenance tasks and a record of completed planned and unplanned
maintenance;
• Spare parts for both Regular and Critical equipment.
2.11 Operator’s policy should include instruction for the maintenance of cargo related equipment,
associated instrumentation and pipelines.
The maintenance instructions should cover following equipment, as applicable:

• Cargo and ballast pumps, including alarm and trips
• Stripping pump(s) and eductor(s)
• Local and remote gauge system
• Cargo lines and associated valves
• COW line and associated valves
• Emergency cargo pumps trips
• Pressure gauges
• Portable sonic tapes
• High level alarm systems
Inspections, tests and checks should be carried out on a regular basis and in compliance with
procedures, requirements and manufacturer instructions.
Official record() of maintenance and results of inspections, tests and checks should be available on
board.
2.12 Procedure should be in place for periodic testing of oxygen content into cargo tanks, while in
transit; if during test, the oxygen content in any of the cargo tanks exceeds the 8% by volume, the
inert gas plant should be started and content of oxygen brought back to permitted value. Record of
tests results should be available on board.
()
Record should consist of controlled documents having a specific reference to the related section of the vessel ISM
manual

2.13 Operator’s procedures should include requirements for a risk assessment process which include
provisions for assessing routine and non-routine tasks. Detailed instructions should be available
and should be in accordance with the best practices set out in TMSA 3 Element 9.
2.14 Operator’s procedures should include clear instructions for identification of critical equipment and
system to mitigate the risk of a vessel incident causing harm to personnel, the environment or
assets. Identification and management processes of critical equipment should be in accordance
with best practices set out in TMSA 3 Element 4 and should not be based on personal judgement or
experience. OCIMF Publication Safety Critical Equipment and Spare Parts Guidance should be used
as reference.
2.15 Operator’s procedures and instructions with regards to safe engine operation, engine room
organization and maintenance of engine machinery should be available on board and complied
with.
With regards to engine room organization, specific detailed engine room manning level for the
different situations should be available, particularly when only two engineers (including the Chief
engineer) are assigned.
2.16 If the vessel is certified for Unattended Machinery Space (UMS) operation, procedures should be in
place for operating in such mode and instructions should be available for safe engine manning in
case of malfunction of the UMS control system.
Although certified and operated in UMS mode, requirements should be in place for the machinery
space to be operated in manned mode as minimum during port arrival/departure, maneuverings
and critical stages of the port operations.
2.17 Company procedures should include instruction for reporting maintenance non conformities.
2.18 Operator should have established personnel relieving procedures to ensure that only one newly
promoted senior Officer is assigned on board at one time, that Master and Chief Engineer are not
relieved at the same time, nor both senior Officers belonging to the same department.
2.19 An overlap policy should be implemented on board for the handover of key personnel, the overlap
period should be well defined within operator’s procedures.
2.20 For vessels employed in a coastal trade, a policy should be in place for testing of winch brakes at 6
months interval.
2.21 Operators should have established an Environmental Policy and produced a related Management
Plan covering all possible source of pollution, marine and atmospheric, from vessel activities.
Guidance should be in accordance with best practices set out in TMSA 3 Element 10.

Chapter 3 OPERATIONAL SAFETY
3.1 Radars:
 For vessels < 3.000 tons DWT, at least one radar should be fitted, having Gyro stabilised and
provided with an Automatic Radar Plotting Aid.
 For vessel 3.000 tons DWT or more, two radar should be fitted, one in “X” band and one in “S”
band. An Automatic Radar Plotting Aid should be available for each unit (either fitted to the
radar or stand-alone unit).
3.2 On vessels where ECDIS is used as primary mean of navigation an approved back-up arrangements
should be available in case of ECDIS failure, to ensure safe navigation for the remaining part of the
voyage.
3.3 On vessels where cargo pumps and relative lines are located within an enclosed trunk or tunnel, a
liquid alarm and a fixed system with relative alarms for the monitoring of dangerous gases in such
space should be fitted.
3.4 Vessel should be fitted with a suitable device/instrument capable to measure oxygen content in
cargo tanks in closed conditions.
3.5 In respect of portable gas detector instruments, the vessel should comply with recommendation of
MSC.1/Circ. 1477, and a minimum of 3 units should be available on board.
A sufficient number of personal multi-gas detectors, measuring at least O2, HC, CO and H2S, should
be available on board.
In addition to the above equipment, vessels handling H2S cargoes should have a sufficient number
of personal gas monitors, measuring H2S for at least every crew member engaged in cargo
operations, plus two spare.
3.6 Should the vessel be provided with a ballast pumproom only, a fixed system and relative alarms for
the monitoring of dangerous gases should be fitted if cargo and/or bunker spaces are adjacent to
such space.
3.7 On vessels fitted with cargo pumproom, a fixed system to monitor possible flammable
atmospheres must be fitted with sensors top and bottom of the space. In addition, if the vessel
carries H2S cargoes, suitable sensors should also be fitted for the fixed gas detection system.
3.8 A fixed system for continuous monitoring of dangerous gases should be fitted within the forecastle
space. The related alarm monitoring panel should be available in cargo control room, with repeater
in the wheelhouse.
3.9 A fire detection and alarm system should be fitted, covering the following areas (as applicable):
engine room, cargo and/or ballast pumproom, accommodation, bow thruster room, enclosed
pipeline trunk or tunnel.

3.10 Two independent level alarms should be fitted for all cargo and slop tanks. The high-level alarm
with a setting of 95% of tank capacity and the high-high-level alarm with a setting of 98% of tank
capacity.
3.11 A fixed tank level measurement system should be available for all cargo and slop tanks and all cargo
operations including final ullaging, sampling and dipping should be carried out in closed system
condition.
A minimum of 4 portable sonic tapes, as back up, should be available on board with related valid
certificate of calibration.
3.12 A Class approved loading computer should be available on board which includes provisions for
damage stability calculations.
3.13 Vessel should be fitted with one independent P/V valve for each tank and should comply with Solas
requirements with regards to tank pressure/vacuum protection.
3.14 Vessels fitted with a cargo pipeline tunnel on main deck, should be provided with a fixed gas
detection system having sufficient sampling points to adequately monitor the atmosphere within
that space.
3.15 The IGS monitoring panel in cargo control room should be fitted with an high oxygen level alarm
which activates when the oxygen content percentage of the inert gas delivered exceed 5%.
Once alarm activated, the system automatically should close delivery to tanks and open release to
the atmosphere.
3.16 Deck seal fitted on oil tankers should be of the “wet type”.
3.17 Vessel should have facilities to connect the Emergency fire pump to the emergency electrical
switch-board panel. A remote starting switch for the Emergency fire pump should be available.
3.18 A minimum of 6 of portable VHF/UHF radio should be available on board for the use by vessel
personnel involved in cargo and bunker operations. The radios should be intrinsically safe and a
sufficient number of spare batteries should be available.

5. APPENDIX D – REQUEST FOR KPI VESSEL INSPECTION
INSPECTION DETAILS
VESSEL IMO NO.
PORT OF INSPECTION: EXPECTED INSPECTION DATE:
TYPE OF OPERATION: EXPECTED PORT STAY:
TYPE OF CARGO:
30 DAYS PERIOD ELAPSED SINCE LAST SIRE INSPECTION: YES NO
VESSEL GENERAL INFORMATION
OPERATOR:
CONTACT PERSON:
OFFICE PHONE: MOBILE: EMAIL:
DATE VESSEL DELIVERED FROM BUILDER:
DATE THE OPERATOR ASSUMED RESPONSIBILITY FOR THE VESSEL :
AGENT DETAILS
LOCAL AGENT AT DISCHARGE PORT:
CONTACT PERSON:
OFFICE PHONE: MOBILE: EMAIL:
INVOICING DETAILS
COMPANY NAME:
INVOICING ADDRESS:
VAT/REG. NUMBER:
ADDRESS FOR HARD COPY INVOICE:
CONTACT PERSON FOR INVOICING PURPOSES:
EMAIL ADDRESS:
REQUIRED DOCUMENTATION
Following documentation has to be made available to KPI Vetting at the time of the inspection request:
 MSDS of the carried cargo
 List of PPE to be worn onboard by the inspector, as required by your Company S&H manual, in respect of vessel visitors;
 Copy of the Company Safety/Emergency visitor card with the instructions to comply with, during the inspector stay onboard.
By submitting the present request, the vessel Operator is aware and agrees that the final inspection report will be sent to
OCIMF for inclusion in the SIRe database.

6. APPENDIX E – LIST OF ABBREVIATIONS
BTM Bridge Team Management

CAP Condition Assessment Programme
COA Contract of Affreightment
COMAH Control Of Major Accident Hazards
COW Crude Oil Washing
DWT Deadweight
ECDIS Electronic Chart Display and Information System
IACS International Association of Classification Societies
ICS International Chambers of Shipping
IGS Inert Gas System
IMO International Maritime Organization
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISM International Safety Management Code (IMO)
KPI Kuwait Petroleum International
MSDS Material Safety Data Sheet
OCIMF Oil Companies International Marine Forum
PMS Planned Maintenance System
PPE Personal Protective Equipment
PSC Port State Control
P/V Pressure/Vacuum
SBM Single Buoy Mooring
SEC Safety Evaluation Criteria
SIGTTO Society of International Gas Tanker and Terminal Operators
SIRE Ship Inspection Report Programme
SMS Safety Management System
SOLAS Safety of Life at Sea Convention (IMO)
TC Time Charter
TMSA Tanker Management and Self-Assessment
UHF Ultra High Frequency
UKC Under Keel Clearance
UMS Unattended Machinery Space
VAR Vessel Acceptance Requirements
VHF Very High Frequency
VIQ Vessel Inspection Questionnaire


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KPI - VESSEL ACCEPTANCE REQUIREMENTS AND SAFETY

EVALUATION CRITERIA WORK INSTRUCTION

Document Code: KPIC.WI.11.GVETT.001 Rev: 0

3.1 Minimum Manning Level

Document Code: KPIC.WI.11.GVETT.001 Rev: 0

3.2 Drug & Alcohol Policy

 System for controlling the issue of alcohol;

3.3 Time Charter vessels

Document Code: KPIC.WI.11.GVETT.001 Rev: 0

4. Safety Evaluation Criteria

1. Certification and Documentation

Appendix C lists all the applicable Safety Evaluation Criteria.

5. Effects of Requirements and Acceptance

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1. Chartering of the vessel is being considered.

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KPI Marine Vetting Group,

9. Documented Information potentially impacted by changes here (or vice versa):

Corporate Documented Information:

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2. APPENDIX A - DEFINITION OF DIFFERENT SPECIFIC WARNING MESSAGES

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3. APPENDIX B - OFFICERS MATRIX REQUIREMENTS

If Chief Officer has less than one year

Operator (calendar time) Aggregate > 2 years Aggregate > 1 year

Master > 2 years

All types of tanker (sea time) Aggregate > 6 years N/A

*should not be both newly promoted

Rank (sea time) Aggregate > 3 years Aggregate > 1 year

Operator (calendar time) Aggregate > 2 years Aggregate > 1 year

Chief Engineer > 2 years

All types of tanker (sea time) Aggregate > 6 years N/A

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4. APPENDIX C - SAFETY EVALUATION CRITERIA

Chapter 1 CERTIFICATION AND DOCUMENTATION

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Chapter 2 SAFETY MANAGEMENT

2.5 The 2nd Officer should be the appointed navigational officer.

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• Details of maintenance schedules whether carried out according to running hours or

The maintenance instructions should cover following equipment, as applicable:

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Chapter 3 OPERATIONAL SAFETY

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5. APPENDIX D – REQUEST FOR KPI VESSEL INSPECTION

VESSEL IMO NO.

PORT OF INSPECTION: EXPECTED INSPECTION DATE:

TYPE OF OPERATION: EXPECTED PORT STAY:

30 DAYS PERIOD ELAPSED SINCE LAST SIRE INSPECTION: YES NO

VESSEL GENERAL INFORMATION

OFFICE PHONE: MOBILE: EMAIL:

DATE VESSEL DELIVERED FROM BUILDER:

DATE THE OPERATOR ASSUMED RESPONSIBILITY FOR THE VESSEL :

LOCAL AGENT AT DISCHARGE PORT:

OFFICE PHONE: MOBILE: EMAIL:

ADDRESS FOR HARD COPY INVOICE:

CONTACT PERSON FOR INVOICING PURPOSES:

 MSDS of the carried cargo

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6. APPENDIX E – LIST OF ABBREVIATIONS

BTM Bridge Team Management