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Both the Certificates and the Statement will be valid for five years subject to annual, intermediate and renewal surveys. In exceptional circumstances, this interval may be exceeded by not more than three months. ISM Code The review may also include the ships management team input. If electronic oil records books are in use inspectors should verify flag state approval for the system.
When reviewing records, inspectors need only review documents that go back no more than the last two internal audits or 9 months, whichever the greater and which have been completed under the current ship management operation. All ships i. Ships that are registered with flag administrations that are not yet a party to the Convention will need to demonstrate compliance and may wish to undergo surveys and be issued with a document of compliance.
A treatment system is required to be fitted to vessels that carry out an IOPP renewal survey on or after 8 September , and that have already passed their delivery date anniversary. Each SEEMP must be ship specific but should be linked to a broader corporate energy management policy of the shipowner. SEEMP establishes a mechanism for ship operators to improve the energy efficiency of a ship during its operation lifecycle.
It works according to planning, implementation, monitoring and review of a number of energy efficiency measures within a continuous improvement management cycle. By imposing limits on this index, more energy efficient technologies will develop.
The EEDI is thus a goal-based technical standard that is applicable to new ships with efficiencies targeted over time. The Certificate shall be issued or endorsed either by the Administration or any organization duly authorized by it.
Vessels undertaking multiple hot work between yard repair periods may indicate areas of recurring structural problems and inspectors should be mindful where numerous hot work permits exist and ensure they verify the reasons for the hot work repairs.
Where multiple recurring repairs have been undertaken an observation should be raised with the full details included. Do not raise an observation if this field is not complete for all ranks. While IMO model courses may assist with the development of training programmes they are not mandatory, and Administrations are not required to use them when preparing and approving training courses to meet the objectives of the STCW Code, as amended.
Flag states who are issuing Certificates of Competency License may endorse the Certificate license that the seafarer has undergone ECDIS training and this may not state that the training meets the requirements of IMO model 1.
In cases where the approved training has not been completed, a limitation shall be included on the certificate and endorsements issued to the seafarer. Where such a limitation is not specified, the certificate and endorsements are evidence of having successfully completed the required approved training and that the standard of competence has been achieved. In all cases it is essential that the Company must therefore make clear within their Safety Management System SMS their requirements for ensuring the demonstration of competency for these familiarisation issues prior to officers taking charge of a navigational watch.
Record in comments how the familiarisation training was carried out. However, consideration shall be given where the staff are on short back to back contracts of less than 6 weeks duration whereby testing shall be sufficient frequency to catch each crew on alternative tours of duty.
Unannounced alcohol tests should be initiated by the Company rather than the master of the vessel unless there is an alternative means to ensure that the master is tested on an unannounced basis.
BPG 5th edition 1. If the policy is provided in electronic format only, a back-up independent means of power supply to the computer must be provided.
It is expected that emergency procedures that include failure of key equipment are available in hard copy format. The exchange should cover. A manoeuvring booklet containing more detailed information should also be available on the bridge; ECDIS unit along with relevant alarm settings NP All defects that might affect the manoeuvrability of the vessel or the pilotage should be reported to the Pilot. BPG 5th edition 5.
Inspectors should take time to verify the UKC calculations have been correctly calculated for the critical stages of the route. Alternative reset arrangements may be incorporated to initiate the reset function from other equipment on the bridge capable of registering operator actions in positions giving proper look out. With respect to testing of the equipment, the inspector may ask for the mains power supply for the BNWAS to be simulated to fail to establish whether the equipment is still operational, and alarms generated on main power failure.
A secondary means of navigation must also be provided. Inspectors should verify the system installed to ensure relevant notices are effectively managed. Where manual input to the ECDIS is necessary, there should be an effective means in place to remove expired messages. The navtex and ECDIS should be checked to ensure that the correct station s and message type s are entered.
Warnings received through other means such as Chartco should be verified with the official source data. IHO " 4. The IHO may make further changes as necessary. Hence, during the voyage there are likely to be several changes to the safety parameters that must be clearly identified in the passage plan.
The value of the safety contour should be calculated during the planning phase and entered by the OOW. When the safety contour is not displayed to the specified value set by the navigator, then the safety contour is shown to the next deepest contour as per the default layers in the electronic charts. At the time of route monitoring, ECDIS should give an alarm if, within a specified time set by the navigator, own ship is likely to cross the safety contour.
The Safety Depth highlights individual soundings in bold that would appear where the sounding is less than the level set on the safety depth alarm. This is generally set the same as the safety contour. Safety Frame or Safety Cone is equally as important as the Safety Contour, as this will provide early indication of the vessel running into danger or approaching an area of concern. Equally, if the safety frame is set too large then the ECDIS is likely to provide alarm overload with the result that an essential alarm may possibly be ignored.
The following data shall be recorded at one-minute intervals:. In addition, ECDIS should record the complete track for the entire voyage, with time marks at intervals not exceeding 4 hours. ECDIS should be connected to systems providing continuous position-fixing, heading and speed information.
Res A. If the echo sounder is fitted with a shallow water alarm, the alarm should be set to an appropriate safe depth to warn of approaching shallow water. Particular care should be taken to ensure that alerts and messages sent by DSC, radio-telephony and satellite communications are given an appropriate priority.
This includes any periods when a radio watch is discontinued and the reasons for doing so; The requirements relating to the retention of radio logs are determined by the flag State and the ITU Radio Regulations and should be included in the SMS. BPG 5th Edition 3. There is no requirement for the two-way VHF radios to be Ex rated or intrinsically safe type, though if the units are being used for shipboard operations then there must be effective measures in place to prevent them being used in the gas hazardous area.
For radios installed on or after 1st July revised performance standards for survival craft portable two-way VHF radiotelephone apparatus applies Res MSC. Two distinct types of Task Based Risk Assessment may be used.
First, a range of vessel-specific generic TBRAs that can be used for all routine and low-risk tasks can be developed. These should be periodically reviewed, but frequency would very much depend on the particular circumstances on the vessel and the level of risk.
The second type of TBRA would be used for specific high-risk jobs that are not routine, such as working aloft or enclosed space entry. These should relate to the specific persons who will be involved in the work and valid only for the duration of that job. In both cases, the assessments should be carried out by a competent person or persons who understand the work being assessed. It is also preferable that seafarers who will be involved in the work should also be involved in the assessment process.
A toolbox talk is another form of risk assessment carried out in support of a TBRA. Its prime purpose is to talk through the procedures of the job in hand and the findings of the TBRA with the seafarers involved.
COSWP 1. COSWP This list is not exhaustive. Permits to work, following a similar format, may be required and developed for other categories of work. Suitable safety officer training should cover the following topics: - The tasks of the safety committee. The safety officer should be familiar with the principles and practice of risk assessment, and should be available to advise those preparing and reviewing risk assessments.
SMS often provide a matrix of PPE requirements for simplicity posted in various public areas on the vessel. If there is no such matrix then inspectors should ascertain there is adequate guidance provided. The committee must be chaired by the master, and members will include, as a minimum, the safety officer and any elected safety representatives. Safety meetings should not be used for the purposes of instruction or training. The frequency of meetings will be determined by circumstances, but the committee should meet regularly, taking into account the pattern of operation of the ship and the arrangement for manning and with sufficient frequency to ensure continuous improvement in safety.
In particular, a meeting should also be held after any serious incident or accident on the ship, if the normal meeting is not due within a week. Ashtrays should be of the self-extinguishing type honeycomb, enclosed " 5. They should be well secured with suitable rope or wire lashings on pallets rather than directly on the deck and where possible within a containment area. The top of the drum should be covered to prevent potential water standing and subsequent ingress and contamination.
Instructions which are essential to be provided prior to sailing should be identified, documented and given. In the drill, an enclosed space should be made safe or, for operational convenience, a non-dangerous space may be used, so long as it provides equivalent, realistic conditions for actual real-life rescue.
For IGF Code vessels designed to receive and use gas as a bunker fuel, Drills and emergency exercises on board shall be conducted at regular intervals.
Such gas-related exercises could include for example:. The response and safety system for hazards and accident control shall be reviewed and tested. Feedback from drills shall be captured to verify the effectiveness of onboard training. Drills should ensure that crew are familiar with the plans, procedures and equipment for recovery of persons from the water.
Such drills may be conducted in conjunction with routine man-overboard drills. A warning notice requiring the use of such ventilation prior to entering shall be placed outside the compartment. IGC As an exception, non-hazardous cargo control rooms may have eight changes of air per hour. In the event of failure of the fixed gas detection system, manual checks must be made. Records should be reviewed to ensure that these have been conducted. There should be a procedure for the regular monitoring of all spaces adjacent to the cargo tanks for accumulations of gas.
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All access credentials are unchanged from the previous system and the majority of the functionality is fundamentally unchanged. One change is that ship operators now enter inspection comments directly within the SIRE system where vessels, particulars and crew are managed rather than through the separate PIN-accessed comments site. Another change apparent is the home page where now operator can see below Inspections Pending Operating Comments This feature replaces the separate operator login to the dedicated comments site www. These inspections would have been previously accessed through the inspection comments website using the inspection report name and PIN code. To provide comments for an inspection click on the blue arrow button to the right side of the row to start the report Unprocessed Inspections This area lists those inspections yet to be processed by the submitting company, i. There is no action for the ship operator in respect to these inspections as the inspecting company must validate before comments can be entered.
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