X1003 PORT STATE CONTROL CIC (Concentrated Inspection Campaign)

PORT STATE CONTROL CIC (Concentrated Inspection Campaign)

Concentrated Inspection Campaigns

https://parismou.org/PMoU-Procedures/Library/concentrated-inspection-campaigns

Concentrated inspection campaigns focus on specific areas where a higher risk of non-compliance could exist. This could be evidenced by the number of deficiencies encountered, accidents or where new convention requirements have recently entered into force. Campaigns take place yearly over a period of 3 months (September - November) and are combined with a regular inspection.
Over the years, the following topics have been the focus of a CIC:

CIC သည် NC ဖြစ်နိုင်ခြေ မြင့်မားနိုင်သည့် သီးခြားနေရာများကို အာရုံစိုက်သည်။ ကြုံတွေ့ရသည့် ချို့ယွင်းချက်များ၊ မတော်တဆမှုများ သို့မဟုတ် ကွန်ဗင်းရှင်းဆိုင်ရာ လိုအပ်ချက်အသစ်များ မကြာသေးမီက စတင်အသက်ဝင်ခဲ့သောကြောင့် ဖြစ်နိုင်သည်။ ကမ်ပိန်းများကို ၃ လ (စက်တင်ဘာမှ နိုဝင်ဘာလ) အတွင်း နှစ်စဉ်ကျင်းပပြီး ပုံမှန်စစ်ဆေးခြင်းနှင့် ပေါင်းစပ်ထားသည်။

နှစ်များတစ်လျှောက်တွင် အောက်ပါအကြောင်းအရာများသည် CIC ၏ အာရုံစိုက်မှုဖြစ်ခဲ့သည်။

•    2022 Standards of Training, Certification and Watchkeeping for Seafarers (STCW)
•    2021 Stability in General
•    2020 Stability in general, postponed due to the COVID crisis
•    2019 Emergency Systems and Procedures
•    2018 MARPOL Annex VI
•    2017 Safety of Navigation
•    2016 Maritime Labour Convention 2006
•    2015 Entry into Enclosed Spaces
•    2014 Hours of Rest (STCW)
•    2013 Propulsion and auxiliary machinery
•    2012 Fire Safety Systems
•    2011 Structural safety and Load Lines
•    2010 Tanker damage stability
•    2009 Lifesavings: Lifeboat launching arrangements
•    2008 Safety of Navigation: SOLAS chapter V
•    2007 Implementation of the International Safety Management Code (ISM-Code)
•    2006 MARPOL 73/78 Annex I
•    2005 Global Maritime Distress Safety System (GMDSS)
•    2004 Labour and live circumstances: Working and living conditions
•    2003 Operational Compliance on board passenger ships
•    2002 International Safety Management Code (ISM-Code).

For USCG which operates separately from any other MoUs:

Enhanced Exam Program Beginning in 2021, the Coast Guard initiated the Enhanced Exam Program (EEP). This program, similar to the Concentrated Inspection Campaigns (CICs) carried out by port state control MoUs, is intended to increase focus on specific aspects of ship safety on a quarterly basis. This increased focus may vary due to the implementation of new regulations, deficiency trends, or other PSC program interests. 

 https://www.dco.uscg.mil/Our-Organization/Assistant-Commandant-for-Prevention-Policy-CG-5P/Inspections-Compliance-CG-5PC-/Commercial-Vessel-Compliance/Foreign-Offshore-Compliance-Division/PortStateControl/

https://www.equasis.org/Fichiers/Statistique/MOA/PSC%20Annual%20Reports%20USCG/PSC_ANNUAL_REPORT_USCG_2021.pdf

    Every year, PSC regimes determine a specific focus area during regular inspections. This year’s Concentrated Inspection Campaign (CIC), running from 1 September to 30 November, will be carried out on the topic of fire safety.

1. CIC – fire safety This year, the Paris and Tokyo MoUs agreed to run a CIC on the topic of fire safety. The majority of PSC MoUs have confirmed their participation in this year’s CIC. The CIC will be carried out between 1 September and 30 November and will be covered by an additional questionnaire during routine port state inspections. The additional questionnaire, highlighting the fire safety focus areas this time around, is usually published in early August. Once the final questionnaire is published, we will issue an additional Technical and Regulatory News. Furthermore, we will offer a “smart-up” webinar on 16 August 2023 (Link to application). Traditionally, deficiencies in the fire safety section are among the most common of all detainable deficiencies, which is underlined by the fact that a third of DNV’s Top 18 detainable deficiencies (refer to News on Top 18) relate to the topic of fire safety: 

• Fire dampers 

• Fire doors/openings in fire-resisting divisions 

• Fire detection systems 

• Fixed fire-extinguishing installations 

• Means of control (opening, pumps) in machinery spaces 

• Evaluation of crew performance (fire drills) 

Below graph showing the ratio between detainable and non-detainable deficiencies regarding fire safety during port state control inspections, from the Paris MoU:

https://www.tokyo-mou.org/publications/press_release.php

To assist with the preparation for a port state control inspection, the PSC Planner provides a checklist based on previous deficiencies of the specific ship, a list of the most common deficiencies raised in the specific port, and DNV’s Top 18 deficiencies. While this is under no circumstances the full scope of a PSC inspection, it can help identify focus areas. From the end of August to December, the PSC Planner will also include the questionnaire for the 2023 CIC for easy reference and preparation by the crew and the vessel’s management.

PSC Planner

Port state control (PSC) services (dnv.com)

2. Actions on the CIC 2023 by the authorities In response to this year’s CIC, some of the flag states have already implemented actions to prepare their registered vessels. Since March 2023, some flag state inspectors from have been using an additional CIC checklist to determine the level of compliance regarding fire safety and ISM to prepare for this year’s campaign.

Recommendations 

Owners/managers should make sure their crews are informed about the planned CIC and which items are expected to be important. Special attention should be paid to these items during maintenance, to ensure a proper condition of the vessel. As deficiencies in fire safety can often be traced to shortcomings in the implementation of the Safety Management System (SMS), the efficient use of the SMS should be emphasized.

ပိုင်ရှင်/မန်နေဂျာများသည် ၎င်းတို့၏ သင်္ဘောဝန်ထမ်းများအား စီစဉ်ထားသည့် CIC အကြောင်းနှင့် မည်သည့်အရာများ အရေးကြီးမည်ဟု မျှော်လင့်ကြောင်း အသိပေးသင့်သည်။ သင်္ဘော၏ အခြေအနေမှန်ကို သေချာစေရန် ပြုပြင်ထိန်းသိမ်းစဉ်အတွင်း ဤပစ္စည်းများကို အထူးဂရုပြုသင့်သည်။ မီးဘေးလုံခြုံရေးဆိုင်ရာ ချို့ယွင်းချက်များသည် Safety Management System (SMS) ကို အကောင်အထည်ဖော်ရာတွင် ချို့ယွင်းချက်များ မကြာခဏ ခြေရာခံနိုင်သောကြောင့် SMS ကို ထိရောက်စွာအသုံးပြုခြင်းကို အလေးပေးဆောင်ရွက်သင့်ပါသည်။

Concentrated inspection campaign (CIC) by Tokyo and the Paris MoU on Fire Safety beginning from 1st September 2023 and ending on 30th November 2023.

1. A concentrated inspection campaign (CIC) on Fire Safety will be initiated jointly by the member Authorities of the Tokyo and Paris Memoranda of Understanding (MoU) on Port State Control. 

2. The inspection campaign will be held for three (3) months, commencing from 1st September 2023 and ending on 30th November 2023. 

3. The purpose of the CIC is: 

        a. To create awareness among the ship’s crew and owners about the importance of fire safety measures; and 

        b. To verify that the ship complies with fire safety requirements under the relevant IMO instruments. 

CIC ၏ရည်ရွယ်ချက်မှာ-

        a မီးဘေးကင်းရေးအစီအမံများ၏ အရေးပါမှုကို သင်္ဘောအမှုထမ်းများနှင့် ပိုင်ရှင်များအကြား အသိပညာပေးနိုင်ရန်၊ နှင့်

        b သင်္ဘောသည် သက်ဆိုင်ရာ IMO ကိရိယာများအောက်ရှိ မီးဘေးလုံခြုံရေး သတ်မှတ်ချက်များနှင့် ကိုက်ညီကြောင်း အတည်ပြုရန်။

4. Port State Control officer shall be using a questionnaire to assess that fire-fighting systems and equipment comply with the relevant requirements, that the master and crew members are familiar with operations relating to fire safety, and that equipment is properly maintained and functioning.

5. Deficiencies found during the inspection will be recorded by the PSC officer and actions may vary from recording a deficiency and instructing the master to rectify it within a certain period of time, to detaining the ship until serious deficiencies have been rectified. 

6. Accordingly Owners and managers of the Shipping Companies are advised that the ship’s Masters are communicated to ensure that fire-fighting systems onboard comply with the relevant requirements and that crew members are familiar with operations relating to fire safety. 

7. Following guidance is provided in respect of the CIC questionnaire form: 

        i. Are the emergency escape routes maintained in a safe condition? 

                a. Ensure that escape routes are clearly marked, clear of obstacles and easily accessible.

                b. An escape route sign is to be always a symbol with an arrow. The text ‘assembly station’, or ‘exit’ may be used additionally, in any language or multiple languages. An arrow without a symbol is not an escape sign. 

                c. Securing devices of emergency exit hatches to open deck, are operational and of a type to be opened from both sides. 

                d. The main and emergency lighting is operational. 

                e. Crew are familiar with the emergency routes.

        ii. Are the fire doors maintained in good working condition? 

                a. Ensure all fire door control panel indicators, if provided, are functional by operating the lamp/indicator switch. 

                b. Test all fire doors located in main vertical zone bulkheads for local operation. 

                c. Ensure that self closing fire doors are not secured with hold-back hooks or ropes to keep them in open position. 

                d. Ensure the doors are closing properly, sealing arrangement is good and that the door handle and locking arrangements are not loose. 

                e. The access from machinery space to space containing emergency fire pump (e.g. steering room) is to be by means of an airlock with the door of the machinery space being of “A-60” class standard, and the other door being at least steel, both reasonably gastight, self-closing and without any hold-back arrangements.

        iii. Has the fixed fire detection and fire alarm systems, been periodically tested in accordance with the requirements of the Administration? 

                a. Ensure that all fire detection and fire alarm control panel indicators are functional by operating the lamp/indicator test switch. 

                b. Ensure that the maintenance and test records for the Fire Detection and Alarm Systems are available. 

                c. SMS / PMS includes testing procedure for fixed fire detection systems and alarms.

        iv. Are ventilation closing appliances capable of being closed? 

                a. Ensure satisfactory condition and proper operation of ventilation closing appliances. 

                b. Ensure that the operation of ventilation closing appliances is not obstructed by equipment, stores or cargo. 

                c. Ensure that the ventilation closing appliances are permanently marked for the space it is serving with indication for open or closed position.

                d. Where a battery room ventilator is fitted with a closing device, ensure appropriate warning notice is displayed near the closing device to mitigate the possibility of inadvertent closing (for example “This closing device is to be kept open and only closed in the event of fire or other emergency – Explosive gas”). 

        v. Are the means of control for power ventilation of machinery spaces operable from two grouped positions? 

                a. Check that means of control for power ventilation is provided for stopping ventilating fans.                 b. Check that power ventilation of machinery spaces is operable from two grouped positions, one of which shall be outside of such spaces. 

                c. Check that the means provided for stopping the power ventilation of the machinery spaces are entirely separate from ventilation of other spaces. d. Check operational status of control for power ventilation of machinery spaces. Both position systems to be checked.

        vi. Can each fire pump deliver at least the two required jets of water? 

                a. Ensure that each fire pump delivers at least the two required jets of water at adequate pressure. 

                b. Check that the capacity of the required designated fire pumps has not been degraded over time. This can be done by checking the pressure produced at the pump under working conditions. Further, during fire drills, check the water jet availability with one hose on the bridge and one hose at the forecastle deck. 

                c. Ensure that the piping system supporting fire pumps do not have any leakages / soft patches. 

                d. Ensure priming arrangements for both Main and Emergency fire pumps and all gauges are in good working condition. 

        vii. Are the means of control provided in a position outside the machinery space for stopping ventilation and oil transfer equipment operational? 

                a. Ensure the means of controls are accessible, not blocked and are ready for use. 

                b. Carry out a function test of the remote means of control for stopping ventilation and oil transfer equipment. 

        viii. Is the room for the fixed gas fire extinguishing medium used only for this purpose? 

                a. Ensure that the fixed gas fire extinguishing medium storage room is not used for other purposes. 

                b. Check access control in the fixed gas extinguishing room. 

                c. Ensure operational step by step activation guidance is posted next to activation control panel. 

        ix. Are the valves used in the fire main line operational? 

                a. Ensure the isolating valve(s) are in good working condition and holding. 

                b. Fire Main Isolation valve(s) is/are clearly marked. 

                c. Verify that hydrant valves are in good working condition. With the fire main line pressurized, there should be no leakage from the hydrant once the valve is completely shut. 

                d. Check for satisfactory condition of fire main. Special attention is to be given for condition of brackets, supports and areas under securing U-clamps. 

        x. Where a fire drill was witnessed, was it found to be satisfactory? 

                a. Ensure drills are undertaken as per drill planner prepared meeting the SOLAS/Flag State requirements and records maintained. Further, in view of the CIC, it is recommended that fire drill be carried out prior arrival ports under Paris and Tokyo MoU. 

        (Every crew member shall participate in at least one abandon ship drill and one fire drill every month. The drills of the crew shall take place within 24 h of the ship leaving a port if more than 25% of the crew have not participated in abandon ship and fire drills on board that particular ship in the previous month. When a ship enters service for the first time, after modification of a major character or when a new crew is engaged, these drills shall be held before sailing. On passenger ships, an abandon ship drill and fire drill shall take place weekly. The entire crew need not be involved in every drill, but each crew member must participate in an abandon ship drill and a fire drill each month). 

သင်္ဘောသားတိုင်းသည် လစဉ် အနည်းဆုံး abandon ship လေ့ကျင့်မှု တစ်ကြိမ်နှင့် မီးသတ်လေ့ကျင့်မှု တစ်ကြိမ်တွင် ပါဝင်ရမည်။ ပြီးခဲ့သောလတွင် မပါဝင်ရသေးသော crew 25% ထက်ပိုပါက၊သင်္ဘောသားများ၏ လေ့ကျင့်မှုကို သင်္ဘော ဆိပ်ကမ်းမှ ထွက်ခွာပြီး ၂၄ နာရီ အတွင်း ပြုလုပ်ရမည်။

သင်္ဘောတစ်စီးသည် အဓိကအစိတ်အပိုင်းများကို ပြုပြင်မွမ်းမံပြီးနောက် ခရီးစဉ်ဝန်ဆောင်မှုအဖြစ် ပထမဆုံးအကြိမ် ရောက်ရှိလာသောအခါ၊ သို့မဟုတ် သင်္ဘောသားအသစ်များ ပါဝင်လာသောအခါ၊ ရွက်လွှင့်ခြင်းမပြုမီ ဤလေ့ကျင့်မှုကို ပြုလုပ်ရမည်။ 

ခရီးသည်တင်သင်္ဘောများတွင် abandon ship လေ့ကျင့်မှုနှင့် မီးငြှိမ်းသတ်လေ့ကျင့်မှုများကို အပတ်စဉ် ပြုလုပ်ရမည်။ သင်္ဘောသားအားလုံးသည် လေ့ကျင့်မှုတိုင်းတွင် ပါဝင်ရန် မလိုအပ်သော်လည်း သင်္ဘောသားတစ်ဦးစီသည် စွန့်ပစ်သင်္ဘောလေ့ကျင့်မှုနှင့် လစဉ် မီးသတ်လေ့ကျင့်မှုတွင် ပါဝင်ရမည်ဖြစ်သည်။

                b. Ensure crew members are conversant with their duties / responsibilities as per muster list and can communicate, receive, and carry out instructions efficiently. 

                c. Ensure that the master is in control of the emergency and the information flow is from one central command location. 

8. Further to above, based on analysis of PSC deficiencies, attention is to be paid to following additional items: 

• Water Mist System in the Engine Room is fully operational and is set on auto mode. Detectors are not covered or obstructed. 
• Water sprinkler system is working satisfactorily, the system is free of any leakage or clogged nozzle. Whilst the utmost care has been taken in the compilation of the Technical Information, neither Indian Register of Shipping, its affiliates and subsidiaries if any, nor any of its directors, officers, employees or agents assume any responsibility and shall not be liable to any person for any loss, damage or expense caused in any manner whatsoever by reliance on the information in this document. 
• Breathing Apparatus sets are in good condition and ready to use with bottles including spare bottles. Where air compressor is provided for recharging SCBA cylinders, annual test report for air quality is available onboard. 
• Fireman outfits available in complete and in good condition. Ensure availability of two-way portable radiotelephone apparatus (minimum of two) for each fire party for fire-fighter's communication. The apparatus should be of certified safe type suitable for use in zone 1 hazardous areas, as defined in IEC Publication 60079. (the minimum requirements in respect to the apparatus group and temperature class are to be consistent with the most restrictive requirements for the hazardous area zone on board which is accessible to fire party). 
• Emergency Escape Breathing Devices (EEBDs) are available at required locations including additional training unit. 
• Fixed CO2 system - safety pins used on cylinder head discharge valves for fixed firefighting CO2 system are in accordance with manufacture’s instruction manual and evidence of proper maintenance and servicing including date of last systems tests are available. 
• The portable fire extinguisher correspond to the fire control plan with respect to number, type and location and are in good condition, fully charged and ready for use. Spare charge/s available for each portable extinguisher or additional portable extinguishers are provided. 
• Paint material is stored only in dedicated paint store. 
• The maintenance of the fire safety equipment have been completed in accordance with the Preventive Maintenance Plan and records for same are maintained.

QUESTIONNAIRE 

CONCENTRATED INSPECTION CAMPAIGN 

ON FIRE SAFETY 

PMoU/TMoU 

Ship’s name 

IMO No. 

Date of Inspection 

QUESTIONS 1 TO 10 ANSWERED WITH A “NO” MUST BE ACCOMPANIED BY A RELEVANT DEFICIENCY ON THE REPORT OF INSPECTION. 

1* Are the emergency escape routes maintained in a safe condition? (07120/04103) 

2* Are the fire doors maintained in good working condition? (07105) 

3* Has the fixed fire detection and fire alarm systems, been periodically tested in accordance with the requirements of the Administration? (07106) 

4* Are ventilation closing appliances capable of being closed? (07116) 

5* Are the means of control for power ventilation of machinery spaces operable from two grouped positions? (07116) 

6* Can each fire pump deliver at least the two required jets of water? (07113) 

7* Are the means of control provided in a position outside the machinery space for stopping ventilation and oil transfer equipment operational? (07114) 

8* Is the room for the fixed gas fire extinguishing medium used only for this purpose? (07109) 

9* Are the valves used in the fire main line operational? (07110) 

10* Where a fire drill was witnessed, was it found to be satisfactory? (04109/07125) 

If “No” is ticked for questions marked with an asterisk “*”, the ship may be considered for detention.

More Information on CIC

https://safety4sea.com/tokyo-mou-agrees-to-conduct-cic-on-bwm-in-2025/

Tokyo MoU agrees to conduct CIC on BWM in 2025

During its virtual meeting last week, Tokyo MoU PSC Committee considered and agreed to accept the proposal by the Paris MoU to carry out a CIC on Ballast Water Management (BWM) in 2025.

The Port State Control Committee, the governing body under the Tokyo MoU, held its 31st meeting virtually from 21 to 22 January 2021. The meeting, which was originally scheduled to be held in Republic of Korea in December 2020, but was cancelled due to COVID-19 pandemic, was attended by 21 member Authorities.

Every year, the Paris and the Tokyo MoUs jointly conduct a CIC on a specific aspect on shipping safety. The CIC is taking place from 1 September to 30 November. However, the CIC 2020 was postponed due to pandemic and a CIC on Stability (in general) for 2021 has been ageed so far.

Among others, the Committee took note of the amended schedule for future joint CICs due to the pandemic, and specifically:

RELATEDNEWS

ICS: Shipping Industry Flag State Performance Table 2023/2024

Black Sea MoU preliminary results from CIC on Fire Safety

• CIC on STCW in 2022,
• CIC on Fire Safety in 2023,
• CIC on Crew Wages and Seafarer Employment Agreement under MLC in 2024.

The Committee considered and agreed to accept the proposal by the Paris MoU to carry out a CIC on Ballast Water Management (BWM) in 2025.

In addition, representatives in the meeting were informed of the results of a trial on remote follow-up inspection procedure and agreed to extend the trial for a longer period, in order to gain more experience to validate and improve the procedure. The purpose of the remote follow-up inspection is to allow PSCOs to verify and close deficiencies, without physically visiting the vessel under specific circumstances.

While noting a significant decrease of the number of inspections conducted in 2020 due to COVID-19 pandemic, decided to publish 2020 data without redaction in the Annual Report.

Please attempt the quiz in below link:

https://docs.google.com/forms/d/e/1FAIpQLSfSOjup54vWEX2fvdzZtZI8xbpM72OFyJ1gH-BB8H9w2Y9dvg/viewform?usp=sf_link

X1008 DEFICIENCY ANALYSIS IDENTIFIED IN PSC INSPECTIONS

DEFICIENCY ANALYSIS IDENTIFIED IN PSC INSPECTIONS

Maritime transportation is one of the most dangerous industries with its hazardous shipboard operations. Therefore, it is an essential issue for shipping companies to ensure the safe transport of cargoes with the aim of minimizing potential damages to life, property and environment. In order to provide the safety of life, property and environment in the maritime transportation and to prevent irreversible accidents and incidents and to reduce the existing risks, the shipping companies are responsible for ensuring the ships under their management comply with the requirements of the international maritime regulations. According to the researches, one of the critical causes of the increasing number of accidents in maritime transportation are defined as the sub-standard ships.

ရေကြောင်းသယ်ယူပို့ဆောင်ရေးသည် အန္တရာယ်အရှိဆုံးလုပ်ငန်းတစ်ခုဖြစ်သည်။ ထို့ကြောင့် လူသား၏ အသက်၊  သင်္ဘောကုမ္ပဏီများ၏ ပိုင်ဆိုင်မှုနှင့် သဘာဝပတ်ဝန်းကျင်ကို ထိခိုက်ပျက်စီးမှု အနည်းဆုံးဖြစ်စေရန် ကုန်စည်များ လုံခြုံစွာ သယ်ယူပို့ဆောင်ရေး သေချာစေရန်အတွက် မရှိမဖြစ် အရေးကြီးသော ကိစ္စရပ်ဖြစ်သည်။ ရေကြောင်းသယ်ယူပို့ဆောင်ရေးတွင် အသက်၊ ပစ္စည်းနှင့် ပတ်ဝန်းကျင်လုံခြုံရေးကို ပံ့ပိုးပေးနိုင်ရန်နှင့် မတော်တဆမှုများနှင့် အဖြစ်အပျက်များကို တားဆီးရန်နှင့် လက်ရှိဖြစ်ပေါ်နေသော အန္တရာယ်များကို လျှော့ချရန်အတွက် သင်္ဘောကုမ္ပဏီများသည် ၎င်းတို့၏ စီမံခန့်ခွဲမှုအောက်ရှိ သင်္ဘောများသည် နိုင်ငံတကာ ရေကြောင်းလိုအပ်ချက်များနှင့် ကိုက်ညီမှုရှိစေရန်အတွက် တာဝန်ရှိပါသည်။ စည်းမျဉ်းများ။ သုတေသနပြုချက်များအရ ရေကြောင်းပို့ဆောင်ရေးတွင် မတော်တဆမှုများ တိုးများလာရခြင်း၏ အကြောင်းရင်းများကို the sub-standard ships များ ကြောင့် ဟု သတ်မှတ်ကြသည်။

Ship-related accidents can cause serious losses both for the maritime industry and for society.

The primary responsibility of assuring the ships to comply with the international maritime standards rests with the flag states. However, the accidents experienced show that the flag states cannot fully fulfil this responsibility at the desired level. With the inspections carried out by the port states, this inadequacy is tried to be eliminated with the aim of the determination substandard vessels. Therefore, port state control (PSC) inspections have been accepted as a one of the critical safety barriers in maritime transportation since from the marine accidents caused catastrophic consequences.

နိုင်ငံတကာ ရေကြောင်းစံနှုန်းများနှင့်အညီ သင်္ဘောများ လိုက်နာရန် အဓိကတာဝန်မှာ Flag State များ တွင် တည်ရှိသည်။

သို့သော်လည်း Flag State သည် လိုအပ်သည့်အတိုင်း ဤတာဝန်ကို အပြည့်အဝ မထမ်းဆောင်နိုင်ကြောင်း မတော်တဆမှုများက သက်သေပြခဲ့သည်။ Port States ဆိပ်ကမ်းနိုင်ငံများမှ စစ်ဆေးမှုများ ပြုလုပ်ခြင်းဖြင့် အဆင့်အတန်းမမီသော ရေယာဉ်များကို ဖယ်ရှားပစ်နိုင်သည်။ ထို့ကြောင့်၊ ဆိပ်ကမ်းနိုင်ငံများထိန်းချုပ်ရေး (PSC) စစ်ဆေးခြင်းကို ရေကြောင်းသွားလာရေးတွင် အရေးကြီးသော ဘေးကင်းရေး အစီအမံများထဲမှ တစ်ခုအဖြစ် လက်ခံထားသည်။

1. The Amoco Cadiz oil spill took place on 16 March 1978, when the oil tanker Amoco Cadiz, owned by the American petroleum company Amoco, ran aground on Portsall Rocks, 2 km from the coast of Brittany, France. The vessel ultimately split in three and sank.

အမေရိကန်ရေနံကုမ္ပဏီ Amoco ပိုင်ဆိုင်သော ရေနံတင်သင်္ဘော Amoco Cadiz သည် ပြင်သစ်နိုင်ငံ၊ Brittany ကမ်းရိုးတန်းမှ ၂ ကီလိုမီတာအကွာ Portsall Rocks တွင် သောင်တင်နေချိန်တွင် Amoco Cadiz ရေနံယိုဖိတ်မှု ဖြစ်ပွားခဲ့သည်။ နောက်ဆုံးတွင် သင်္ဘောသည် သုံးပိုင်းကွဲပြီး နစ်မြုပ်သွားခဲ့သည်။

https://safety4sea.com/cm-amoco-cadiz-oil-spill-the-largest-loss-of-marine-life-ever/

2. Castillo de Bellver was a Spanish tanker built at the Puerto Real shipyard in Cadiz and delivered in 1978 to Empresa Nacional Elcano de la Marina. 

The tanker fully laden with 250,000 tons of light crude oil loaded in Zirku Island, 140 Km northwest of Abu Dhabi was en route to Cartagena, Spain, for the delivery of oil to the owner company, Enpetrol.

On 6 August 1983, sailing at about 50 miles of Table Bay, South Africa, Castillo de Bellver developed a crack amidships and caught fire. The rack could have been sustained a week or so earlier. The 36 members of the crew abandoned ship, but three were lost. Most of the 33 surviviors were taken on-board the trawler Harvest Carina from two lifeboats and four liferafts after spending three hours being tossed around in stormy seas, while one was rescued by a container vessel, and another two air-lifted to safety from the blazing deck by a helicopter. The blazing ship drifted towards shore and broke in two following a massive explosion.

စပိန်ရေနံတင်သင်္ဘော Castillo de Bellver သည်  Cadiz ရှိ Puerto Real သင်္ဘောကျင်းတွင်တည်ဆောက်ခဲ့ပြီး 1978 ခုနှစ်တွင် Empresa Nacional Elcano de la Marina သို့ လွှဲပြောင်းပေးခဲ့သည်။ 

အဘူဒါဘီ၏ အနောက်မြောက်ဘက် ၁၄၀ ကီလိုမီတာအကွာ Zirku ကျွန်းတွင် အပေါ့စားဆီကြမ်းတန်ချိန် ၂၅၀,၀၀၀ တင်ဆောင်ထားသည့် Castillo de Bellver သင်္ဘောသည် ပိုင်ရှင်ကုမ္ပဏီ Enpetrol ထံသို့ ရေနံပို့ဆောင်ရန်အတွက် စပိန်နိုင်ငံ Cartagena သို့ လမ်းကြောင်းပေါ်ရောက်ရှိနေသည်။

1983 ခုနှစ် ဩဂုတ်လ 6 ရက်နေ့တွင် တောင်အာဖရိကနိုင်ငံ၊ Table Bay ၏ မိုင် 50 ခန့်အကွာတွင် ရွက်လွှင့်နေသော Castillo de Bellver သည် ကမ်းလွန်ပင်လယ်ပြင်တွင် အက်ကွဲကြောင်းတစ်ခု ဖြစ်ပေါ်လာပြီး မီးလောင်ကျွမ်းခဲ့သည်။ သင်္ဘောသား ၃၆ ဦးသည် သင်္ဘောမှ လွတ်မြောက်ခဲ့သော်လည်း သုံးဦး ပျောက်ဆုံးခဲ့သည်။ အသက်ရှင်ကျန်ရစ်သူ ၃၃ ဦးအနက် အများစုကို အသက်ကယ်လှေနှစ်စင်းနှင့် အသက်ကယ်လှေလေးစင်းမှ ကမ်းဝေးငါးဖမ်းသင်္ဘော Harvest Carina မှ သယ်ဆောင်လာခဲ့ပြီး တစ်စီးကို ကွန်တိန်နာသင်္ဘောဖြင့် ကယ်ဆယ်ခဲ့ပြီး ကျန်နှစ်ဦးကို လေကြောင်းမှ ကယ်တင်ခဲ့သည်။ ရဟတ်ယာဉ်ဖြင့် တောက်နေသော ကုန်းပတ်။ ပေါက်ကွဲသံကြီးကြောင့် မီးလောင်နေသော သင်္ဘောသည် ကမ်းစပ်ဆီသို့ ရွေ့လျားသွားပြီး နှစ်ခြမ်းကွဲသွားသည်။

With the aim of improving the efficiency of PSCs with the limited human resources, in 2011, a new inspection regime (NIR) was introduced by Paris MoU. Within the scope of the inspection regime, parameters such as 

ship type, 

ship age, 

ship flag performance, 

ship class performance (recognized organization), 

ship company, 

number of detention and 

number of deficiencies 

                     are evaluated and ship risk profiles are calculated for each ship entered to ports. The general ship risk profile calculation model introduced by Paris MoU.

ANALYSIS OF PARIS MoU INSPECTIONS: 2016 – 2020

In this study, PSC inspections data performed in Paris MoU between the years 2016 and 2020 were analysed. In the preliminary analysis made on the inspections data, it was determined that the number of deficiencies detected under each relevant main item (deficiency risk areas) show significant variation for type of ship and age of ship.  

With respect to the analysis, it is aimed to contribute to the more effective inspection by focusing on certain deficiency risk areas in line with the ship type and ship age. Additionally, it is expected to provide reasonable decision supports for key stakeholders such as ship operators, national and international authorities, cargo owners and classification societies in terms of enhancing safety on board ship and minimizing sub-standard ships in maritime transport.

In the study, 84824 ship inspections performed under the Paris MoU between 2016 and 2020 obtained from THETIS database were examined. According to the analysed dataset it is seen that 2871 ships were detained. 

In the Paris MoU inspection regime, “ship age” and “ship type” parameters have great importance in the definition of the ship risk profile. When calculating the ship risk profile, 2 points are given if the ship type is in high risk group and 1 point is given if the ship age is in high risk group. This rating indicates that ship type is more important than ship age when determining ship risk profile. So, while the ship risk profile is handled with the event tree, the first safety barrier is identified as ship type and the second is the “ship age”. 

Deficiencies detected in ships inspected under the Paris MoU are classified 17 different risk areas.

ANALYSIS

FINDINGS & DISCUSSION

In the study four different event tree scenarios were analysed: 

(i) high risk ship type – high risk ship age, 

(ii) high risk ship type – low risk ship age, 

(iii) low risk ship type – high risk ship age, 

(iv) low risk ship type – low risk ship age. 

The findings of the research show that, the deficiency risk areas that cause the ships to be detained show variations according to the ship age and ship type factors. 

In below figure, the obtained results for each event tree scenario were graphically presented with the line colours defined as follows:

High risk type - high risk age (HR.T-HR.A blue line) 

High risk type - Low risk age (HR.T -LR.A red line) 

Low risk type - High risk age (LR.T-HR.A green line) 

Low risk type - Low risk age (LR.T-LR.A grey line)

Ship detention probabilities based on ship risk factors and deficiency risk areas

It is seen from the result the highest detention rate belongs to the low-risk ship types with high risk ship age, while the lowest detention rate belongs to the high-risk ship types with low risk ship age. In each event tree scenario, “International Safety Management (ISM)” deficiency risk area has the highest detention probability. Therefore, improvement of the implementation effectiveness of the ISM Code still is an important issue to be focused on in maritime transportation. The ranking of the deficiency risk areas with respect to their probabilities for each event tree scenario are presented in Table in descending order.

Ship deficiency risk area rankings as per event tree scenarios

CONCLUSION

Port state controls is one of the essential instruments to ensure the safety in maritime transportation via monitoring and detecting substandard ships. At this point, increasing the efficiency of PSCs through development of the optimized inspection plan can be accepted as a significant consideration. In this study, PSCs performed in Paris MoU between the years of 2016 and 2020 were analysed using ETA to figure out most frequently detected deficiency risk areas depending on ship age and ship type factors. As a result of the analysis, unlike the risk factors (ship age and ship type factors) accepted in the Paris MoU inspection regime, the higher detention rate of the ships with low risk indicates that the inspection regime can be improved. On the other hand, it is possible to give priority to different risk areas according to ship risk factors and thus it will possible to perform more efficient PSC. In addition, the results obtained in the study concretely reveal which deficiency risk areas should be paid attention by the ship management companies in the PSCs depending on the ship type and ship age factors. In conclusion, the findings of this paper provide precious information for maritime industry stakeholders. 

For port states, it provides information to increase the effectiveness of PSC inspections. It offers a new approach for flag states to monitor and to analyse the inspection performance of ships flying their flags. For ship management companies, it provides information that can improve the inspection performance of the ships under their management.

https://www. jmte.eu 

Please attempt the quiz in below link:

https://docs.google.com/forms/d/e/1FAIpQLScYflv_evwoHuXuWswj6nn35qASUMjxs2MfJ3mhNfM5NCqiwQ/viewform?usp=sf_link

X1007 MINIMIZING THE RISK OF A PORT STATE CONTROL DETENTION

MINIMIZING THE RISK OF A PORT STATE CONTROL DETENTION (V-2)

This is to provide basic guidance to Masters and Seafarers when preparing themselves to undergo a Port State Control (PSC) inspection by providing several informative documents on typical deficiencies found on ships, its equipment or its crew and the application of checklists targeting these findings that can be used prior arrival to a designated port.

ဤလမ်းညွှန်သည် Port State Control (PSC) စစ်ဆေးခြင်းခံရရန် ပြင်ဆင်နေချိန်တွင် Masters နှင့် Seafarers များအတွက် အခြေခံလမ်းညွှန်ချက် ပေးဆောင်ရန်ဖြစ်သည်။ ဤစာတမ်းသည် မကြာခဏကြုံတွေ့နေရသော ချို့ယွင်းချက်များ(deficiencies) အကြောင်း အချက်အလက်များစွာကို ပေးဆောင်ရန် ရည်ရွယ်ပါသည်။ သတ်မှတ်ထားသော ဆိပ်ကမ်းသို့ မရောက်ရှိမီ ဤတွေ့ရှိချက်များကို စစ်ဆေးစာရင်း (checklist) အဖြစ် အသုံးပြုနိုင်ပါသည်။

MASTER’S OFFICE CERTIFICATES AND DOCUMENTATION

Certificates and documents are available on board, current and valid, and properly endorsed.

The vessel’s Master reviews the information to confirm that the agent has returned the original certificates.

Servicing certificates for firefighting and lifesaving equipment are in date and available.

Special attention should be paid to dates, capacities, and required supplements.

If the vessel has been issued an e-Certificates, anyone can quickly validate an e-Certificate by searching the ABS e-Certificate Online Database:

https://ww2.eagle.org/en/rules-and-resources/e-certificate-online-database.html

 STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING (STCW)

The vessel’s crew members are adequately trained and have the appropriate training certification. Many flag Administrations may require certificates to be issued by the vessel’s flag State.

ISM AND ISPS CODES

The vessel’s Master has a firm knowledge of the vessel’s Safety Management System as well as the International Ship and Port Facility Security (ISPS) Code.

Proper on-board maintenance and drills are carried out and documented in the vessel’s log book as required by the ISM and ISPS Codes.

 ILO MARITIME LABOUR CONVENTION

Master is familiar with the national requirements and company’s measures ensuring compliance with the requirements of the Convention relative to seafarers’ working and living conditions on board.

Periodic inspections are carried out and documented for accommodation, food and drinking water, all spaces and equipment used for storage and handling of food, including galley areas. 

MANUALS

Manuals and booklets are on board and up to date as applicable including:

Life Saving Appliances and Fire Safety Training manuals

Trim and stability booklet

Loading manual

Cargo securing manual

Survey planning document (including enhanced survey report files) - required by ESP oil tankers, bulk carriers and chemical carriers

Shipboard Oil Pollution Emergency Plan (SOPEP) including updated contact list

Shipboard Marine Pollution Emergency Plan (SMPEP)

Grain loading manual

Damage control plan

Loading instrument book

Coating technical file - required for Performance Standard for Protective Coatings (PSPC)

Emergency towing procedure

Garbage and Oil Record Book

Applicable maintenance manuals.

BRIDGE NAUTICAL PUBLICATIONS

The latest publications are on board for ready reference such as IMO publications and flag Administration regulations.

CHARTS

Charts, including tide tables, are up to date.

The Notice to Mariners is properly logged.

Electronic charts display the information systems.

PASSAGE PLANS

Voyage passage plans are correctly documented.

LIGHTS, SHAPES AND SOUND SIGNALS

The list of lights, international code of signals and illustrated table of lifesaving signals is legible and the signaling lamp is in good working condition and has been tested on both emergency power supply and battery power.

Lights are installed in correct location based on COLREG 1972 (e.g. Stern Lantern, Mast Head Lantern, etc.).

Port and Starboard side lights screens are painted matte black.

 MAGNETIC AND GYRO COMPASSES

The standard magnetic compass is adjusted for proper working condition, and the deviation card has been updated.

No excessive deviation errors.

The standard magnetic compass is free of air bubbles.

The lifeboat/rescue boat magnetic compass is in good working order.

The gyro compass is operational, and the error book is maintained.

GMDSS, EPIRB AND AIS

Radio equipment is in good working order and is serviced and tested by a recognized radio technician.

EPIRB is in proper working condition, programmed correctly and the battery expiration date is displayed within the window.

The vessel’s automatic identification system (AIS) is properly programmed and operational.

VDR annual performance test certificate is on board.

LRIT is in working condition, and the test report is available.

RADAR TRANSPONDER

The radar transponder is located in the proper location, operationally tested and the expiration date of batteries is confirmed.

RADARS, ECHO SOUNDER AND ECDIS

Radars and echo sounder are in proper working condition.

ECDIS audible alarms are fully functional.

BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS)

BNWAS to be demonstrated that system is protected by security pass code (should be under control of Master).

DOCUMENTATION

Service records for life raft and fire extinguishing equipment.

Ship records from the Master’s Log, primary and secondary steering gear testing, remote steering control, steering positions on the bridge, rudder angle indicator, steering gear failure alarms, control communications and control alarms, proper functioning of the emergency diesel generator, main propulsion ahead and astern testing.

THE BATTERY ROOM

Room is to be inspected for cleanliness and proper ventilation.

Battery room equipment is present and in good condition (gloves, eye protection, hydrometer, etc.).

PYROTECHNICS

Dates on flares are not expired and required amount are to be on board.

ACCOMMODATIONS FIRE DAMPERS AND DOORS

The fire dampers are in good working condition, functionally tested and recently examined internally and externally.

Damper flaps are structurally sound with no edge wastage.

The external ventilation trunk is marked to show damper flap position – OPEN or CLOSE.

The location of fire dampers can be found on the fire control plan.

Louver type dampers are tested to ensure louver contact and function.

Weathertight doors are closing properly and in accordance with load line regulations.

Accommodation internal fire doors not tied back with ‘hooks.’

FIREFIGHTING EQUIPMENT

The fire, smoke and heat detectors have been tested for proper operation.
 Fire detection panel displays with no faults.

Fire stations have the appropriate equipment secured properly.

Fire hoses are not leaking and have been checked for dry rot and usability.

Fire hoses are of correct length and diameter for location (15m, 20m, etc.).

Fire main is in good condition and does not have patches or holes.

Isolation and relief valves are working properly.

Portable and fixed firefighting systems have been serviced as required, and extinguishers are properly marked with date of servicing.

Fixed firefighting systems have been serviced and do not have any loose hoses, and the system has been reactivated.

Fire line isolating valve between the engine room (ER) and deck has been tested and is working properly.

Foam systems where fit have had analysis samples taken and are operation-ready.

Fixed water spray system valves are aligned and ready for immediate use.

Access to fixed CO2 system (key in glass box) to be readily available.

FIRE CONTROL PLANS

Fire control plans are up to date with appropriate IMO markings and symbols.

Emergency control stations are clean and equipped with applicable safety equipment.

Remote and quick closing devices are in good operating order.

LIFE JACKETS WITH LIGHTS AND WHISTLES

The correct number and location are clearly shown on the safety plan and are located on board.

CABLE PENETRATIONS

Cable penetrations in accommodation bulkheads (wheelhouse/radio room, etc.) are all effectively sealed.

CARGO AREA 

LIFERAFTS

Liferafts have been serviced by an approved servicing company.

Liferaft hydrostatic releases are correctly connected and have valid service certificates and/or expiry dates.

Liferafts are properly secured.

Launching arrangements are in good condition (as applicable) with no obstructions for float-free operation.

LIFESAVING EQUIPMENT

Lifebuoys – the correct number is identified by type with line, light or smoke as applicable and with legible vessel markings.

Bridge wing Man-Overboard smoke and lights ready for easy release.

HATCH COVERS AND WEATHERTIGHT CLOSING APPLIANCES

Hatch covers and weathertight closing appliances are in proper working condition and have been checked for missing or damaged gaskets, cleats, wedges and securing devices.

Hatches are tight and properly fitted.

Where required, there is safe access to the bow.

CARGO CONTROL ROOM

Oil Discharge and Monitoring Equipment is functioning properly and has not been tampered with.

MAIN DECK

LIFEBOATS/RESCUE BOAT

The lifeboat (rescue) structure (hull integrity, seats/ thwarts, flooring, releasing hook connections to the boat, releasing gear, tiller/gudgeons) has been checked for proper maintenance with no wastage or rot.

The engine is in good working condition and has been operationally tested, and fuel tank is full.
 The lifeboat (rescue) equipment has been checked for proper quantity, expiration date and condition.

Lifeboat/rescue boat painter is connected.

Lifeboats (rescue) have been lowered as per schedule and released from hooks to confirm release mechanisms.

Required interior equipment has been accounted for.

Lifeboat seat belts are of contrasting colors.

Lifeboat window at helmsman’s position has clear visibility.

Lifeboat hatches are maintained.

Lifeboat nonslip surfaces are maintained.

Air supply system is maintained.

LIFEBOAT/RESCUE BOAT AND LIFERAFT DAVITS

Davits are in good working condition and have been operationally tested.

Davits should be checked for wastage, proper hoisting/lowering and braking function.

Sheaves and loose gear are not worn.

Wires have been serviced and changed out as necessary.

Limit switches and winches have been tested.

Launching instructions are clearly posted and located in way of emergency lighting.

DECK

Excessive corrosion, cracking, buckling – if found should be immediately reported to the local ABS office.

Handrails are intact and in accordance with load line regulation.

AIR PIPES AND VENTILATORS

Air pipes and closure devices are checked for wastage.

Closure devices have been opened and the flame screen checked.

SHORE CONNECTIONS

International shore connection is on board.

Electrical shore connections have proper connections and are functioning.

MARPOL Annex I and IV standard discharge connections where required have proper fittings, are marked, and have proper intact drip coamings.

ACCOMMODATION LADDER

Accommodation ladders are free of any defects (fractured steps, side ropes etc.), and the gangway safety net has been prepared and correctly rigged.

VESSEL ACCESS

Gangway log book entries are maintained and up to date.

Areas with restricted access are clearly marked and locked.

LOAD LINE – DRAFT MARKS

Port and Starboard Load Line marks checked and confirmed to be clearly visible.
 Draft marks are clear to read.

ENGINE ROOM

MAIN AND EMERGENCY FIRE PUMPS

The main and emergency fire pumps are to be in proper working condition – gauges operational, priming pump functioning, remote starting is operational (if applicable) and pumps are capable of taking sea suction and maintaining the proper line pressure.
 Operating instructions are posted in plain view.

Visual examination is completed of fixed firefighting system nozzles.

MACHINERY SAFETY SYSTEMS

Valves are free from obstruction and are in operational condition.

All machinery safety systems are operational without alarms present.

All FO Tank sounding pipes are closed, and self-closing devices are working correctly.

ELECTRICAL INSTALLATION

220v main and emergency switchboards, and feeder panels are clear of any low insulation readings.

Switchboards are to be provided with insulated matting both in front and behind.

CLEANLINESS

Excess oil leaks from engines, bilges, containment areas and FO/LO processing areas have been cleaned.

The sources of any excessive oil leaks have been rectified.

Repair damaged lighting and/or replace burned bulbs.

Fire hydrants and hose stations are clean and in good working order.

No thermal insulation is oil soaked.

No oil-soaked rags are left in decks or bilge wells.

Tools and equipment are stored properly, and emergency exits are clear.

MARPOL ANNEX IV

Sewage treatment plant is fully operational, including aeration blowers, sight tube, alarm panel, etc.

Sewage treatment system is operational and not leaking

MARPOL ANNEX V

Garbage Management Plan are available on board.

Garbage Record Book entries are up to date.

Incinerator alarms and safety devices are all fully operational.

MAIN PROPULSION ENGINE

Components of the main propulsion engine are working correctly.

The emergency control station and engine side station are operating correctly.

Validate that emergency procedures can be carried out as applicable.

There are no visible engine oil leaks.

MARPOL Annex VI, technical files for each engine should be available.

The record book of the engine parameters should be updated by the Chief Engineer as applicable.

AUXILIARY ENGINES AND EQUIPMENT

Auxiliary engines and attachments have been tested to see that gauges, emergency shut downs, automatic changeovers and quick closing valves are operating properly.

Auxiliary engine fuel oil leakage alarms are working and drain valves are in closed position.

MARPOL Annex VI, the EIAPP certificates and technical files for each engine should be available.

The record book of the engine parameters should be updated by the Chief Engineer as applicable.

There are no visible engine oil leaks.

OILY WATER SEPARATOR EQUIPMENT

Check to see that oily water separator equipment and 15 ppm alarm have been operationally tested including automatic stopping devices, alarms, piping systems and gauges, and found properly functioning.

Confirm that no unauthorized piping or electrical modifications have been made.
 Verify that the Oil Record Book has been filled out correctly and signed by the Chief Engineer and Master, as per MARPOL Annex I.

HIGH PRESSURE FUEL LINES

High pressure fuel lines are jacketed and spray shields in place as required.

PORTABLE AND FIXED FIREFIGHTING SYSTEMS

Systems have been serviced as required and extinguishers are properly marked with date of servicing.

Machinery space fire hoses are correct length (15m maximum).

Boiler burner location is provided with sand box.

Fire Doors have proper closing mechanisms and are not purposely open.

MARPOL ANNEX VI (INCINERATORS)

Valid IMO Type Approval Certificate is available.

Manufacturer’s operating manual is available.

Incinerator alarms and safety devices are all fully operational.

WORK SPACES (PUMP ROOM, STEERING FLAT, ETC.)

MAIN AND EMERGENCY FIRE PUMPS

The main and emergency fire pumps are to be in proper working condition – gauges operational, priming pump functioning, remote starting is operational (if applicable) and pumps are capable of taking sea suction and maintaining the proper line pressure.

Operating instructions are posted in plain view.

STEERING GEAR

The main and emergency steering gear has been tested and is functioning properly with no visible hydraulic leaks.

Steering gear gyro compass repeater without deviation error.

EMERGENCY POWER

The emergency generator has been operationally tested and is capable of coming online automatically within 45 seconds.

Emergency generator fuel oil tank is full, and quick closing valve is operational.

Emergency lighting is operationally tested, and any defective lights replaced.

A transitional source of power (as applicable) and emergency power batteries have been checked for proper operation.

PORTABLE AND FIXED FIREFIGHTING SYSTEMS

Systems have been serviced as required and extinguishers are properly marked with date of servicing.

INSULATION

A-60 Insulation is intact in all areas (emergency escape trunks, etc.).

PORT ARRIVAL

PRE-ARRIVAL

Accidental damage that is suffered while sailing to the port of call must be submitted to the Port State with details on the circumstances of the accident, damage suffered, remedial action and information about notification to the Flag State.

INCREASED CHANCES OF PORT STATE ACTIVITY

First time being in the region in the past year.

Vessel has not been inspected in the last 6 months.

Deficiencies were found at last Port State inspection.

Vessel has been detained in the last year.

ISM CODE: PSC ISM-RELATED DEFICIENCIES

ISM ELEMENT 1: SAFETY AND ENVIRONMENTAL PROTECTION POLICY

A Safety and Environmental Protection (SEP) policy, understood and supported by the crew, provides strong evidence of an overall effective implementation of the company’s SMS.

The policy posters are displayed at prominent locations.

The policy is properly controlled, and the latest revision is in use.

Crew members are able to demonstrate a satisfactory level of awareness of the SEP policy.

Safety and environmental objectives and targets established in the SMS are consistent with those contained in the policy statement.

On board procedures and practices support and contribute to the successful achievement of objectives and targets established by the company.

ISM ELEMENT 2: COMPANY RESPONSIBILITIES AND AUTHORITY

The provision of support, allocation of resources and overall commitment of the company is vital for the effective implementation of the SMS on board the vessel.
 Responsibility, authority and lines of reporting of key personnel are clearly defined and documented.

Crew personnel are able to demonstrate a satisfactory level of awareness of their duties and responsibilities as detailed in the SMS.

If day-to-day operations of the vessel have been delegated to a management company, evidence of this delegation is available.

Requisitions for supply of stores, spares and requests for repairs are being followed up by the shore-based management in a timely manner.

There is evidence of follow up action and monitoring by shore-based management over documented and reported outstanding nonconformities and deficiencies.

ISM ELEMENT 3: DESIGNATED PERSONS

As the custodian of the SMS, the ISM Code places a special responsibility on the designated person ashore (DPA). The nominated person must hold the relevant qualification and experience and demonstrate the commitment required by the position.

Identity and contact details of the DPA have been reported to the flag Administration, if required.

DPA has direct access to the top company management.
 Qualifications, experience and training of the DPA meets the IMO guidance contained in the Annex to MSC-MEPC.7/Circ.6.

Crew are aware of the identity and contact details of the DPA.

There is evidence to show that the DPA is engaged in monitoring the safety and pollution prevention aspects of all vessel operations.

ISM ELEMENT 4: MASTER’S RESPONSIBILITY AND AUTHORITY

The Master has the responsibility to ensure that the requirements specified in the company’s SMS are being observed. To this end, the Master needs to be completely familiar with the SMS and be given the necessary support and overriding authority to make decisions relating to safety and pollution prevention.

Master is able to demonstrate familiarity with his/her role and responsibility under the ISM Code.

SMS contains a clear statement giving the Master overriding authority to take decisions relating to safety and pollution prevention and to ask for assistance from the company when needed.

Master is aware of where this overriding authority is documented and is able to explain the intent of this provision.

Master’s review of the SMS has been carried out as specified in the SMS and that it is effective.
 Master’s standing and night orders are current and in accordance with SMS.

Master is verifying that crew is observing the procedures and processes specified in the company’s SMS.

ISM ELEMENT 5: RESOURCES AND PERSONNEL

The SMS must ensure that all personnel including the crew are competent, properly qualified, medically fit and given the proper training and familiarization to safely and efficiently perform their assigned responsibilities.

Crew on board meet or exceed the minimum safe manning criteria established by the flag Administration, and the vessel is appropriately manned in order to maintain safe operations on board under all conditions.

Officers and ratings hold valid certificates and endorsements as per the International Convention on Standards of Training, Certification and Watchkeeping. Seafarers (STCW)

All crew hold valid medical fitness certificates.

The Master is fully conversant with the company’s SMS.

Safety induction, shipboard familiarization and safety training of crew have been carried out as per the SMS.

Crew members are able to effectively communicate as a team in the execution of their duties.
 Crew members are able to demonstrate their familiarity with the SMS commensurate to their roles and responsibilities.

Shipboard officers are familiar with relevant rules and regulations covered by the SMS.

Company and ship security officers are qualified and hold valid certificates as required by the Administration.

Watchkeeping schedules have been established, and a record of hours of rest is being maintained as per the STCW.

ISM ELEMENT 6: SHIPBOARD OPERATIONS

Key shipboard operations that can affect safety and pollution prevention must be backed by documented procedures with responsibilities assigned to qualified personnel.

The SMS contains documented procedures for key shipboard operations.

Roles and responsibilities have been clearly assigned to qualified personnel who are able to demonstrate their familiarity with assigned tasks.

Voyage passage planning is carried out from berth to berth.

Navigational charts and publications for the intended passage are available on board and have been updated to the latest notices to mariners.

Ship stability and stress calculations for different stages of the voyage are being carried out.
 Bridge and engine room checklists (arrival, departure, testing controls, watchkeeping, etc.) are being followed.

Permit to work (hot work, entry into enclosed spaces, working aloft, lock out-tag out) procedures are being complied with.

Suitable personnel protective equipment is being used by the crew.

Bunker and fuel transfer procedures are complied with.

Procedures for operations with low sulfur fuel oil are being followed – as applicable.

The ballast water exchange plan is complied with as per regulations.

The waste management plan is properly implemented.

A safe means of embarkation and disembarkation is available.

An efficient gangway watch is maintained and access to the vessel is controlled.

ISM ELEMENT 7: EMERGENCY PREPAREDNESS

The company should identify all potential emergency situations that can affect its fleet; develop contingency plans to mitigate adverse impact of emergencies; periodically test the contingency plans to validate their effectiveness; and train and familiarize the crew.

Crew emergency response plans and muster lists are current and up to date.

Personnel are familiar with their muster stations and assigned duties.

Contingency plans for potential emergency situations are available.

Drills as required by SOLAS and as per the company’s SMS have been carried out.

Emergency exercises with the shore-based emergency response team have been carried out as required by the SMS.

Post-drill analysis to identify weaknesses and lessons learned is carried out for continuous improvement.

Personnel are able to satisfactorily demonstrate emergency drills.

Emergency contact information for the shore-based emergency response team is updated and kept current.

All safety equipment is readily available and adequately maintained.
 Fire control plans are up to date and current.

Means of escape and access are not obstructed.

ISM ELEMENT 8: REPORTS AND ANALYSES OF NONCONFORMITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES

Accidents, incidents, near misses and nonconformities must be reported and analyzed to determine the root cause. Appropriate timely corrective actions must be taken to prevent recurrence. Data collected is to be used for trending and continuous improvement.

All accidents, incidents, injuries and near misses are being reported.

Accidents, incidents, injuries and near misses are being recorded and investigated to determine the root cause.

Timely corrective and preventive action is being taken and records maintained.

Reported accidents and incidents are being closed out in a timely manner after verification of effectiveness of action taken.

Follow-up actions and monitoring by shore-based management of reported cases and actions taken are evident.

Following a PSC detention, corrective action taken by the ship must not be limited to the PSC deficiencies.

Action has been taken to identify and resolve other similar deficiencies existing on board.

ISM ELEMENT 9: MAINTENANCE OF THE SHIP AND EQUIPMENT

This element addresses areas in the SMS where the highest percentage of nonconformities and deficiencies are identified. Nearly 30% of all PSC ISM-related deficiencies relate to inadequate maintenance. A vast majority of detainable PSC ISM deficiencies (Code 30) relate to maintenance of ship and equipment.

The vessel is clean, tidy, habitable and well illuminated.

There is no evidence of excessive corrosion and/or wastage on exposed decks and fittings.

The ship has implemented and is maintaining an effective planned and/or preventive maintenance system (PPMS).

PPMS is up to date with minimum overdue maintenance items.

Inspection of the vessel is carried out as established in the SMS, and identified defects are being dealt with.

All class, statutory and other required trading certificates are valid and up to date.

No unauthorized repairs, modifications or alterations have been carried out.

Machinery and hull defects including breakdowns have been reported to the company.

Reported defects are being monitored by the company, and timely corrective action is being implemented to rectify them.

There is no accumulation of oily water residues in the machinery space bilges or on the tank tops.

Air pipes, sounding pipes, ventilators and closing appliances are properly maintained and are fully operational.

Lifeboat/rescue boat lowering winch/davits are being maintained/serviced and are in good operational condition.

Critical and standby equipment and systems have been identified and routine testing is being carried out.

A sufficient stock of spares and stores is available on board as required by the SMS.

Records of maintenance and test activities are available.

ISM ELEMENT 10: DOCUMENTATION

All documentation relating to the SMS must be controlled and available at all relevant locations to ensure safe and pollution-free operations.

All class, statutory and other applicable trading certificates relevant to the ship are available.
 The latest revisions of the SMS manuals, procedures and records are readily available at relevant locations.

The latest editions of publications required by the vessel’s flag Administration are available.
 A copy of the company’s ISM Document of Compliance with the latest endorsement is available.

Deck, engine, GMDSS and other applicable official log books are maintained and up to date.
 The correct format of the Oil Record Book is in use on board and kept up to date.
 Latest issue of the Continuous Synopsis Record (CSR) including old revisions of CSR are maintained on board.

ISM ELEMENT 11: COMPANY VERIFICATION, REVIEW AND EVALUATION

The company must ensure that the SMS is effectively implemented and fosters continuous improvement through a system of internal audits and management reviews.
 Internal audits have been carried out at intervals not exceeding 12 months by auditors who are independent of areas audited.

External audits have been carried out as required by the ISM Code.

Audit reports are available on board.

Audit findings are being tracked to closure.

Timely corrective action has been taken to close out audit findings.

Shore-based management is monitoring and providing the necessary support in implementation of corrective actions.

The company has developed and implemented a procedure for risk assessments.

Periodic verification has been performed to confirm that individuals undertaking delegated ISM-related tasks are acting in conformity with the company’s responsibilities under the Code.

Appropriate safeguards have been established against all identified risks to the ship, personnel and the environment.

Management reviews to verify the effectiveness of the SMS are being carried out and records are available.

INTERNATIONAL SHIP AND PORT FACILITY SECURITY (ISPS) CODE

PSC detentions resulting from ISPS-related deficiencies are on the rise. To prevent these, vessels must implement the security measures as per the approved ship security plan. Access to the ship must be controlled through an efficient system of gangway watchmen, visitor identification and checking of personal belongings.

There is an approved Ship Security Plan (SSP) on board, and all security measures are implemented for the applicable security level.

Master, Ship Security Officer (SSO) and crew members are aware of all levels of ship security and applicable procedures at each level.

SSO and other personnel with security duties are trained and certified in accordance with STCW requirements.

Master and SSO are aware of their responsibility of periodically reviewing security measures and recommending changes to the SSP as appropriate.

Access to ship is controlled and crew members on watch are familiar with the access control measures at each security level. This includes control measures applied at ladders, gangways, ramps, doors, side scuttles, windows, ports, cranes, hoisting gears, etc. as applicable.

Restricted areas have been identified and crew members are aware of access control measures applied to these areas.

All security equipment necessary for maintaining the security levels, including all security equipment listed in the SSP, is in working condition.

Stores, spares, provisions are searched in accordance with the SSP, and crew members are aware of their responsibilities.

Shipboard security training and drills are periodically carried out in accordance with SSP.
 Security incidents and breaches of security are documented, and timely corrective and preventive actions taken.

Following records of security activities are maintained on board:
 Training, drills and exercises.
 Security threats and security incident reports.
 Changes in security level.
 Communications relating to the direct security of the ship such as specific threat to the ships or to port facilities the ship is, or so has been.
 Declaration of Security (DOS) for last 10 port calls.
 Internal audit report(s).
 Periodic reviews of Ship Security Assessment and Ship Security Plan.
 Maintenance, calibration and testing of security equipment identified in the SSP.

ILO MARITIME LABOUR CONVENTION (MLC, 2006) MINIMUM AGE

All seafarers onboard are at least 16 years of age or as required by flag state.
 Seafarer under the age of 18 is not working at night (except under an approved training program).

Seafarer under the age of 18 is not carrying out tasks that are likely to jeopardize their safety or health.

MEDICAL CERTIFICATION

Seafarers are not allowed to work if they are not medically fit.

Seafarers have been issued a medical examination certificate by a qualified medical practitioner in accordance with the national law.

Medical certificate validity should not be more than two years for seafarer 18 years or more and one year for seafarer less than 18 years of age.

Seafarers holding color vision certificates does not exceed 6 years of validity or any other time frame impose by flag state.

If the medical certificate has any restriction, seafarer do not attend to any task where the restriction applies.

Medical certificates are in the English language if the ship is engaged in international voyages.

QUALIFICATIONS OF SEAFARERS

Seafarers are trained or certified in accordance with the STCW convention, and minimum requirements of the Safe Manning Document (SMD) are met.

All seafarers have completed training for personal safety onboard ship.

Seafarers’ employment agreements.

Copy of seafarer employment agreement (SEA) and collective bargaining agreement (CBA) as applicable are available on board.

Each SEA is signed by the seafarer and the ship owner or an authorized representative of the shipowner.

All SEA address requirements of the Standard A 2.1 and are consistent with applicable national standard(s).

SEA is written in the English language and does not contain any clause that violates seafarers’ rights.

USE OF ANY LICENSED OR CERTIFIED OR REGULATED PRIVATE RECRUITMENT AND PLACEMENT SERVICE

Documentary evidence indicates that private recruitment and placement service(s) employing seafarers on behalf of the shipowner is (are) operated in accordance with the convention.

Private recruitment and placement services are licensed or certified or regulated in accordance with the convention.

Seafarers are not charged for recruitment and placement services.

HOURS OF WORK OR REST

Work schedule at sea and in port conforms to the requirements of the convention.
 Work schedule is written in English language and working language of the ship and posted in relevant locations.

Records of hours of work or rest are maintained in a format specified/accepted by the flag state.

MANNING LEVELS FOR THE SHIP

Ship complies with the Safe Manning Document (SMD) or equivalent issued by the flag state.
 Sufficient number of seafarers are onboard to ensure safety and security under all conditions, taking into account seafarer fatigue and the particular nature and conditions of voyages undertaken.

ACCOMMODATION AND ONBOARD RECREATIONAL FACILITIES

Documentary evidence confirming that accommodation is built to the applicable national standard(s).

Heating, lighting, ventilation systems, and other fittings and fixtures are in good working condition.

Separate sleeping rooms and sanitary facilities are provided to men and women seafarers.
 Sanitary facilities are adequate for number of personnel onboard and functional.

Hospital is maintained in accordance with the national requirements and used only for taking care of sick seafarers.  

Laundry facilities are adequate and functioning correctly.

Noise and vibration including other ambient factors are controlled and within limits as specified under national requirements.

Periodic Inspection records of the accommodation, including mess rooms and recreational facilities are available.

FOOD AND CATERING

Food and drinking water of adequate quantity, nutrition and quality are provided.
 Seafarers are not charged for food and drinking water.

Ship’s cook is at least 18 years of age and trained and qualified for the position.

Periodic inspection records of food, drinking water, food preparation, storage and handling areas are available.

Catering facilities are hygienic and fit for the purpose.

HEALTH AND SAFETY AND ACCIDENT PREVENTION

Health and Safety Policy is available and understood by all seafarers.

Programs for prevention of occupational accidents, injuries, and diseases are implemented.

Safety committee meetings are periodically conducted and documented.

Personnel Protective Equipment (PPE) is available to seafarers.

A risk assessment is taken into consideration for the work assignment.

Accidents are investigated and reported.

ON BOARD MEDICAL CARE

Seafarers are provided appropriate health protection and medical care, including dental care on board the ship at no cost.

Personnel with appropriate STCW qualification are on board to provide medical care or first aid (where medical doctors are not required to be carried on board).

Medical chest, medical supplies and equipment meets national requirements.

International Medical Guide for Ships and medical report forms are maintained on board.

ON-BOARD COMPLAINT PROCEDURES

Seafarers are provided with a copy of on-board complaint procedure in the working language of the ship.

Seafarers are familiar with the on-board complaint procedure, including prohibition on victimization for filing a complaint.

Seafarers understand that they have a right to file a complaint directly with the ship’s Master or external authorities.

A complaint log, including disposition of each complaint, is maintained on board.

PAYMENT OF WAGES

Seafarers are paid regularly in accordance with SEA (including CBA if any), at least monthly.
 Monthly wage slips are provided to each seafarer, and no unauthorized deductions are made.

Charges for remittances and allotments, including exchange rates, are in accordance with national requirements.

FINANCIAL SECURITY FOR REPATRIATION

Evidence of financial security confirms that financial security for repatriation is available onboard and includes an attestation from the financial security provider that the financial security meets the requirements of Stand A2.5.2.

Financial security documents include name of the ship, port of registry, call sign, IMO number, name and address of the provider or providers of the financial security, contact details of the persons or entity responsible for handling seafarers’ requests for relief, name of the shipowner, and period of validity of the financial security.

A copy of the Financial Security is posted in a conspicuous place on board where it is available to the seafarers. Where more than one financial security provider provides cover, the document provided by each provider are carried on board.

FINANCIAL SECURITY RELATING TO SHIPOWNERS’ LIABILITY

Evidence of financial security confirming that financial security for repatriation is available onboard and includes an attestation from the financial security provider that the financial security meets the requirements of Standard A 4.2.1.

Financial security documents include name of the ship, port of registry, call sign, IMO number, name and address of the provider or providers of the financial security, contact details of the persons or entity responsible for handling seafarers’ requests for relief, name of the shipowners, and period of validity of the financial security.

A copy of the Financial Security is posted in a conspicuous place on board where it is available to the seafarers. Where more than one financial security provider provides cover, the document provided by each provider are carried on board.

 

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