1          General Provisions

1.1       The notarial surveys are the impartial surveys carried out for ships upon the application of the ship owners. After completion of the surveys, survey reports and documentation are to be issued to prove the technical conditions of the ships comply with the requirements of specific standards, rules, regulations or specifications in addition to the classification requirements and statutory requirements. For example, the surveys carried out by CCS for issue of Certificate of Compliance to a ship which adopts the convention before it enters into force, the surveys by CCS for issue of Certificate of Compliance to a ship of a non contracting state after the convention enters into force upon the application of the shipping company, or the surveys by CCS for issue of Certificate of Compliance upon the application of the ship’ owner in order to meet the special requirements of flag States, port States and regional Administrations.

1.2       For the surveys by CCS for issue of Certificate of Compliance to a ship which adopts the convention before it enters into force or the surveys by CCS for issue of Certificate of Compliance to a ship of a non contracting state after the convention enters into force upon the application of the shipping company, they are to be implemented in accordance with the relevant requirements of conventions, flag States and Part III of the Instructions.

1.3       The certificate of compliance issued upon completion of the survey，if there is no unified format, can be printed on blank papers with the emblem of the Society (Form CSB-2). The words “issued upon the application of the shipping company/owner” are to be marked on the certificate. The kind of survey is to be of notarial survey (NS-ADS). Where the survey for issue of Certificate of Compliance is carried out by the Society under the authorization of the flag State Administration, it is to be considered as statutory survey and the words “issued under the authorization of the Administration” are to be marked on the issued certificate. For the detailed authorization scope, refer to the special requirements of various flag States in III-K of the Instructions.

2          Statement of Dry Docking Survey as Required by US EPA VGP

2.1        Introduction of VGP

             According to the provisions of the Clean Water Act (CWA), the United States Environmental Protection Agency (EPA) issued the latest version (2/5/2009)(Final 2013 VGP) of Vessel General Permit for Discharges Incidental to the Normal Operation of Vessels (VGP) for National Pollutant Discharge Elimination System (NPDES) on March, 2013. VGP is of 160194 pages and the main contents are summarized as follows:

2.1.1    The period of validity of VGP is from 19 December 20082013 (except Alaska and Hawaii) to 19 December 20132018. This permit became effective on 6 February 2009 for Alaska and Hawaii.

2.1.2     General Scope of VGP

           .1 VGP is applicable to all the merchant vessels with the length of 24.08 meters or above flying the flag of United States or other countries that are engaged on navigating in the United States waters, including the territorial sea waters (within the costal range of  3 n miles) and the  inland waters).

            .2 VGP does not apply to recreational vessels.

            .3 EPA expects that most vessels seeking coverage under VGP will be greater than 79 feet in length; however, commercial fishing vessels and other non-recreational vessels less than 79 feet are also eligible for permit coverage under VGP or those vessels may seek coverage under EPA’s small Vessel General Permit (sVGP), as available and appropriate.

            .4 If auxiliary vessels or craft, such as lifeboats, rescue boats, or barges onboard larger vessels require NPDES permit coverage, they are eligible for coverage under this permit.

2.1.3    Introduction of relevant provisions of VGP

2.1.3.1 General requirements of discharge and restriction conditions of the pollutants generated during the normal operation of applicable ships are provided in Part 1 to Part 4. Specific additional requirements of the  particular ships  (large cruise ships, medium cruise ships, large ferries, barges, oil tankers or petroleum product tankers, research vessels, fire-fighting boats, police boats, vessels employing experimental ballast water treatment systems, etc.) are provided in Part 5. Specific additional requirements applying to individual States or Indian Country Lands are provided in Part 6. The Appendices, listed as Part 7Appendix A to Part 15Appendix K, include definitions, the Notice of Intent (NOI), the Notice of Termination (NOT), additional permit requirements and supplemental information.

2.1.3.2 According to 1.2.2 of Part 1 in VPG, the following 2627 discharge types are applicable to the discharge of pollutants: deck runoff and above water line hull cleaning, bilge water/oily water separator effluent, ballast water, anti-fouling leachate from anti-fouling hull coatings/hull coating leachate, aqueous film forming foam (AFFF), boiler/economizer blow down, cathodic protection, chain locker effluent, controllable pitch propeller and thruster hydraulic fluid and other oil sea interfaces including lubrication discharges from paddle wheel propulsion, stern tubes, thruster bearings, stabilizers, rudder bearings, azimuth thrusters, and propulsion pod lubrication, distillation and reverse osmosis brine (desalination device), elevator pit effluent, fire main systems, freshwater layup, gas turbine wash water, gray water, motor gasoline and compensating discharge, non-oily machinery wastewater, refrigeration and air condensate discharge, seawater cooling overboard discharge (including non-contact engine cooling water; hydraulic system cooling water, refrigeration cooling water), seawater piping biofouling prevention, boat engine wet exhaust, sonar dome discharge, underwater ship husbandry, well deck discharges, gray water mixed with sewage from vessels, exhaust gas scrubber wash water discharge, fish hold effluent.

             1)the Use of Environmentally Acceptable Lubricants in Oil-to-sea Interfaces 

             According to Part 2 section 2.2.9, all vessels must  use  an Environmentally  Acceptable  Lubricants in all oil to sea   interfaces, unless technically infeasible. These interfaces include without limitation controllable pitch propeller, thruster hydraulic fluid and other oil-to-sea interfaces including lubrication discharges from paddle wheel propulsion, stern tubes,  thruster  bearings,  stabilizers,  rudder  bearings,  azimuth thrusters, propulsion pod lubrication, and wire rope and mechanical equipment  subject  to  immersion.  EAL  means  lubricants  that  are “biodegradable” and “minimally-toxic” and are “not bioaccumulative” as defined in Appendix A of this permit.

             Technically infeasible means that： 

       1. No EAL products are approved for use in a given application that meet manufacturer specifications for that equipment； 

             2. Products which come pre-lubricated (e.g., wire ropes) have no available alternatives manufactured with EALs； 

           3. Products meeting a manufacturers specifications are not available within any port in which the vessel calls, or change over and use of an EAL must wait until the vessel’s next drydocking. 

             If a vessel is unable to use an EAL, the vessel owner/operator must document in recordkeeping documentation why it is unable to do so, attach supporting documents supplied by the manufacturers as necessary, and report the use of a non-environmentally acceptable lubricant to EPA in Annual Report required by VGP. Use of an environmentally acceptable lubricant does not authorize the discharge of any lubricant in a quantity that may be harmful.  EPA recommends that all new build vessel operators endeavor to use seawater-based systems for their stern tube lubrication to eliminate the discharge of oil from these interfaces to the aquatic environment. 

            2)Except usage of an EAL, 2013VGP also requires that： 

            1. The  protective  seals  on controllable  pitch  propellers, azimuth thrusters, propulsion pods, rudder bearings, or any other oil-to -sea interfaces must be maintained in good operating order to minimize the leaking of hydraulic oil or other oils. The vessel owner/operator must not discharge oil in quantities that may be harmful from any oil-to-sea interface. If possible, maintenance activities on controllable pitch propellers,  thrusters,  and  other  oil-to-sea  interfaces  should  be conducted when a vessel is in drydock. 

          2. Minimize maintenance activities on stern tube seals when a vessel is outside of drydock. If maintenance or emergency repair must occur on stern tubes or other oil-to-sea interfaces which have a potential to release oil  in  quantities  that  may  be  harmful, appropriate  spill  response equipment (e.g., oil booms) must be used to contain any oil leakage. Operators of the vessel must have ready access to spill response resources to clean up any oil spills. 

          3. After applying lubrication to wire rope and mechanical equipment subject to immersion, wire ropes, and other equipment must be thoroughly wiped down to remove excess lubricant unless doing so is deemed unsafe by the Master of the vessel. 

2.1.3.3 According to 1.5.1 of Part 1 in VPG, VGP may be obtained by the following means:

(1) Where a ship is less than 300 gross tons and the water ballast capacity is lessnot more than 8 cubic meters, authorization is automatically granted to the ship to discharge in accordance with the VGP requirements and NOI needs not to be submitted to the EPA. The PARI form found in Appendix K must be completed and a copy must be kept  onboard vessel at all times.

(2)       Where If an existing ship is of 300 gross tons or above, or the water ballast capacity is more than 8 cubic meters, NOI must be submitted to EPA in accordance with the requirements of Part 10Appendix E in VGP since 19 June 2009 but not later than 19 September 2009 to obtain the VGP.  Before the NOI submission till 19 Sept. 2009, authorization was automatically granted to the ship to discharge in accordance with the VGP requirements.  It was recommendedrequired by the EPA to submit the NOI through the EPA’s Electronic Notice of Intent (eNOI) system (www.epa.gov/npdes/vessels/eNOI). The deadline of NOI submission is as follows:

2.1.3.4 Period of validity of VGP

According to 1.5.2 of Part 1 of VGP, where the VGP is not reissued or renewed by EPA before the expiration date of existing VGP (19 December 20132018), the existing VGP is still to be valid. The existing VGP will be invalid in the following cases (whichever is the earlier):

(1) When the existing VGP has been reissued or renewed,  a complete NOI is to be resubmitted duly and in accordance with the new permit as appropriate to obtain the new discharge authorization; or

(2) The NOT has been submitted; or

(3) Issuance of a new VGP for the ships to obtain the discharge authorization without submission of a NOI; or

(4) Issuance or denial of an individual permit for the ships’s discharges; or

(5) A formal permit decision by EPA not to reissue this VGP, at which time EPA will identify a reasonable time period for covered dischargers under an alternative general permit or an individual permit. The existing discharge permit may cease at the end of this time period.

2.1.3.5 Termination of VGP

(1) For the ships obtaining the VGP by the submission of NOI (with the gross tonnage of 300GT or the water ballast capacity above 8 cubic meter), NOT is to be submitted within 30 days to terminate the discharge permit under the following cases:

l   The ship owner or shipping company has been changed; or

l   The ship is permanently ceased operating in the  waters of the United States without any  discharges; or

l   The ship have obtained the  individual or alternative discharge  permit from EPA

(2)        For the ships (with the gross tonnage less than 300 GT or the water ballast capacity of 8 cubic meters and below) obtaining the VGP without submission of NOI, the discharge permit is to be terminated automatically and the NOT needs not to be submitted in such cases.(3) EPA recommended to submit the NOT through eNOI system  (www.epa.gov/npdes/vessels/eNOI). The authorization to discharge under this permit will be terminated at 11:59 pm on the day that a NOT is submitted.

2.2        Self-inspecting and Reporting

2.2.1     According to Part 4 of VGP on Inspecting, Monitoring, Reporting, and Recordkeeping, Self-inspecting and Monitoring are to be carried out for the ships obtaining the VGP,  (including reports of routine visual inspections, analytical monitoring, comprehensive annual Inspections and dry-dock inspections). The records are to be kept onboard the ships. Additional record is required for ballast tanks. These records are to be kept on board the ship at least three years and provided to EPA or its authorized personnel, if required.

1.2.2  For each vessel, owners/operators are required to submit an Annual Report for each year that they have active permit coverage. In cases of noncompliance with this permit, or wWhere a discharge contains a hazardous substance or oil in an amount exceeding the stipulated quantity, all these instances are to be reported to EPA in a prescribed time period. In addition, for each ship, one feedback report is required to submit to EPA within  30 months to 36 months after the VGP has been obtained (it may be reported through www.epa.gov/npdes/vessels/eNOI, with the estimated filling period not exceeding 30 minutes) as a reference basis for EPA to further update the VGP.

2.3       Relevant requirements to issue statement of dry docking survey for CCS class ships upon the application of the shipping company

2.3.1    According to 4.1.4 of Part 4 in VGP, a dry docking survey report issued by the classification society or administration is to be kept on board the ship obtaining the VGP and make available for EPA or its authorized representative for reference. Where the ship does not hold such a report issued by the classification society or administration, the ship may prepare one by itself. Therefore, the Society may issue a statement of dry docking survey (Form SOC (US-VGP) for CCS class ships upon the application of the shipping company with the type of notarial survey (VGP-ADS).

2.3.2    Issuance of statement of dry docking survey combining with dry docking inspection

2.3.2.1 Upon the application of the shipping company, the surveyor is to carry out the following inspections and verifications for CCS class ships and, if in satisfactory condition, issue a statement of dry docking survey on the paper with the Society’s emblem (Form SOC (US-VGP)):

(1) To inspect and conform that the chain locker has been cleaned and/or flushed for both sediment and, living organisms and other constituents of concern as applicable.

(2) To inspect and confirm that the attached living organisms on shell plating, propeller, rudder, thruster gratings, sea chest and other external surface under the water have been removed or neutralized.

(3) To verify that the existing or new applied anti-fouling coatings do not contain the biocides or toxics that are forbidden to use in the United States (the anti-fouling system in compliance with the AFS may be considered as equivalent to this requirement). To verify that the applying, maintenance and removal for anti-fouling coatings which are purchased or distributed in the United States are to be in consistent with  the FIFRA label.

(5) To verify that all pollution prevention control equipment (including oily water separator and oil discharge monitoring and control system, if applicable) are under normal working conditions.

(6) To inspect the protective seals on rudder bearings, stern tubes, controllable pitch propellers (where fitted), and to renew them where necessary.

2.3.3    Re-issuance of statement of dry docking survey for existing ships

2.3.3.1 Where a CCS class ships navigating or intended to navigate in the waters of the United States does not hold the latest statement of dry docking survey required by VGP, the master/ship’s company may prepare the statement of compliance of dry docking survey by itself after a verification is carried out for the items listed in 4.1.4 of VGP.  If the shipping company applies to the Society to issue the statement of dry docking survey, the application may be submitted to the relevant survey units of the Society as near as possible based on the ship’s sailing schedule. The surveyor to the Society will, based on the six items in 2.3.2.1, review the reports of the latest dry docking survey, anti-fouling inspection and pollution prevention inspection, and confirm no outstanding recommendations relative to these items in the latest survey status, and carry out the inspection or verification for the above-mentioned items on board the ship as far as practicable. The statement of dry docking survey is to be issued upon the satisfaction .

2.4       Background information

For details of VPG of EPA and the updated information, please consult or download at:

http://cfpub.epa.gov/npdes/home.cfm?program_id=350

3         Certificate of Compliance with Requirements of US 33 CFR

3.1       The requirements of this section are applicable to new constructed general cargo ships and oil tankers not flying the flag of United States engaged in non-restricted services and which apply to the Society for plan approval in compliance with US 33 Part 151, 155, 157, 159, 164, etc. and for issue of US 33 Certificate of Compliance.

3.2       USCG will carry out PSC inspection for ships not flying the flag of the United States and navigating in waters of the United States based on the Code of Federal Regulations Title US 33 CFR ---Navigation and Navigable Waters, the Code of Federal Regulations Title 46 (46 CFR)---Shipping, and the effective SOLAS Convention, MARPOL 73/78 Convention,  International Convention on Load Lines, etc. The 33 CFR and 46 CFR include most of the requirements in consistent with the effective SOLAS Convention, MARPOL 73/78 Convention, International Convention on Load Lines, etc., (USCG doesn’t ratify some requirements in the above conventions such as Regulations 19.4, 29.2.3.2 and 29.2.3.3 of Annex I to MARPOL 73/78 on the capacity of slop tanks of less than 2% of the oil carrying capacity). In addition, 33 CFR and 46 CFR contain some requirements of port State Authority of the United States. For issuance of US 33 CFR Certificate of Compliance by the Society, it is generally to carry out the review/examination for the equipment and arrangement of oil pollution prevention, sewage pollution. garbage pollution and navigational safety on board the ships applying for the Certificate of Compliance to be in compliance with the requirements of US 33 CFR. These requirements are mainly contained in 33 CFR, especially in Part 151--- Ships Carrying Oil, Noxious Liquid Substances, Municipal or Commercial Waste and Ballast Water, Part 155--- Regulations of Oil or Hazardous Substance Pollution Prevention, Part 157--- Regulations of Marine Environment Protection for Ships Carrying Oil in Bulk, Part 159--- Ship’s Sewage Devices and Part 164--- Regulations of Navigational Safety. Due to that the issuance of Certificate of Compliance is mainly involved by the CCS Plan Approval Center, it is to refer to Circular TD002 issued by Rules and Technical Management Department of CCS for details. Regulations of 33 CFR are to refer to the following website:

            http://www.access.gpo.gov/nara/cfr/cfr-table-search.html

3.3       Upon the application by the ship company, the surveyor is to carry out inspections and verifications in accordance with specific shipboard arrangement, approved plans and test results and, if in satisfactory condition, issue a US 33 CFR Statement of Document (Form SOC (US-33 CFR)) on the paper with the Society’s emblem. The kind of survey is of notarial survey NS_ADS (US-33 CFR). The US 33 CFR Statement of Document  issued by the Society is to be submitted to USCG for confirmation and stamping when the ship arrives at ports of the United States and is to be permanently kept on board.

3.4            Issuing of the Certificate of Compliance, it is to be noticed to the ships of different tonnages, different dimensions and different types to which US 33 CFR applies to. Specific regulations are to be referred to from the following website:

http://www.access.gpo.gov/nara/cfr/cfr-table-search.html

4          Certificate of Compliance with Requirements of US 46 CFR on Vapor Control System (VCS)

4.1       According to the Code of Federal Regulations Title 46 (46 CFR) Part 39 --- VAPOR CONTROL SYSTEM, the vapor control system of a foreign tanker not flying the flag of the United States can not be used in the ports of the United States unless it has obtained a Certificate of Compliance from the classification society.

4.2       The requirements for plan approval, survey and certification of the VCS on CCS class tankers are as follows:

4.2.1    Where a new tanker applies for VCS class notation, the VCS (or VCS-T) notation is to be assigned upon completion of plan approval and survey in accordance with the requirements on VCS in Rules for Classification of Sea-going Steel Ships published by CCS. In addition, the US 46 CFR Certificate of Compliance may be issued upon application.

4.2.2    For an existing tanker, where its VCS has subject to plan approved and surveyed in accordance with the requirements of 2003 Amendments to Rules for Classification of Sea-going Steel Ships and assigned the VCS (or VCS-T) notation, it may be regarded to comply with the requirements on VCS in 46 CFR Part 39. The US 46 CFR Certificate of Compliance may be issued upon application of the ship’s owner after the verification of design parameters and test results.

4.2.3     For an existing tanker not assigned VCS notation, where the ship’s owner applies for issue of US 46 CFR Certificate of Compliance, the owner is required to submit the plan and information as required in the Rules for Classification of Sea-going Steel Ships to the Plan Approval Center. The VCS (or VCS-T) notation may be assigned and the US 46 CFR Certificate of Compliance may be issued after the approval of the center and to the satisfaction of the site surveyor.

4.2.4    The survey requirements for VCS may refer to 5.2.3.4 of Part III-D5 of the Instructions. However, the cargo tank high level alarm and tank overfill alarm installed on board the ship before 23 July 1990 need not meet the requirements of “being independent of each other, alarming in the event of loss of power or failure of electrical circuitry or self-testing”. However, the existing system is to be used only in specific ports with the approval by USCG. If VCS is connected to IGS, the Guidelines for Inert Gas Systems is to contain relevant procedures of VCS.

4.3        Upon the application of the ship company, the surveyor is to carry out inspections and verifications in accordance with the specific shipboard arrangement, approved plans and test results and, if in satisfactory condition, issue the US 46 CFR Statement of Compliance (Form SOC (US-VCS)) on the paper with the Society’s emblem. The kind of survey is of notarial survey NS_ADS (US-VCS). The US 46 CFR Statement of Compliance issued by the Society is to be submitted to USCG for confirmation and stamping when the ship arrives at ports of the United States and is to be permanently kept on board.

5.          Requirements of EU Regulations on Control of SOx  Emissions from Ships (EU DIRECTIVE 1999/32/EC amended by 2005/33/EC)

5.1        In addition to the requirements of IMO Codes，the sulphur content control of marine fuels is to meet the following requirements:

5.1.1     Marine fuels are not to be used in the areas of EC members’ territorial seas, exclusive economic zones and pollution control zones within SOx Emission Control Areas designated by IMO if the sulphur content of those fuels exceeds 1.0 % m/m.

5.1.2       The application dates for 1.1.1 are to be as follows:

u  for the Baltic Sea area, 11 August 2006

u  for the North Sea (including English Channel), 11 August 2007

u  for any other sea areas that the IMO subsequently designates as SOx Emission Control Areas in accordance with regulation 14(3) of Annex VI to MARPOL, 12 months after the date of entry into force of the designation.

5.2        With effect from 1 January 2010, the following vessels are not to use marine fuels with a sulphur content exceeding 0.1 % m/m:

u  inland waterway vessels (refer to Directive 82/714/EEC)

u  ships berthing in Community ports for more than 2 hours (not applicable to ships which stop all engines and supplied by on-shore electricity)

5.3        Where the sulphur content is controlled by fuel changeover, the operation is to be recorded in ship’s log book.

1.           For diesel engines, involving main engine (in the case of certain ships at berth need to use main engine to drive some equipment or run it for test after its repair, etc.), auxiliary engines and other equipment in need of low sulphur fuel (as incinerator, etc.) as well as their accessories:

(1)      The safety storage and isolation of low sulphur fuel,

(2)      The reliability and adaptability of low-sulphur-fuel transfer system including piping system and fuel pump; Safety of fuel control system,

(3)      The feasibility of fuel changeover between low sulphur fuel and other fuel,

(4)      The impacts of low flash point, low viscosity and low lubrication of low sulphur fuel on equipment (including effects after certain actions such as adding additive to the low sulphur fuel, or adding cooling equipment to the fuel system in light of the manufacturer’s requirement, etc.),

(5)      The adaptability of cylinder oil of diesel engines after using low sulphur fuel,

(6)      The impacts on the delayed firing and burning effectiveness of diesel engines after using low sulphur fuel.

1.                  For oil-fired boilers:

(1), (2), (3) and (4) are the same as the above,

(5)     The applicability of the detection of fire and the monitoring facility in boiler after using low sulphur fuel,

(6)     The applicability of burner after using low sulphur fuel,

(7)     The applicability of burning control system of boil after using low sulphur fuel,

(8)     The changes of evaporation rate as a result of different heat value after using low sulphur fuel.

The assessment report is to contain a conclusion that clearly shows whether the above mentioned equipment can safely use low sulphur fuel, and whether it is to be altered for using low sulphur fuel. Also, the grade of low sulphur fuel (as the fuel grade regulated by ISO 8217:2005 standard) which is suitable for the equipment and the parameters of its main performance index concerning the safety of suitable low sulphur fuel, such as viscosity, flash point and lubrication, etc. are to be confirmed in the conclusion.

            （B）If the assessment report makes a conclusion that diesel engines, boilers and other equipment are to be altered for using low sulphur fuel, a modification plan is to be made according to its suggestions, including the declaration on the intended date of completion of the modification, and the modification for equipment and piping arrangement are to comply with CCS current rules and the requirements of relevant conventions. The modification plan is to be sent to CCS plan approval centers for approval. If the assessment report makes an opposite conclusion that no need to alter those equipment, CCS survey units may issue a relevant statement under owner’s application.

            （C）Owner or operator is to develop a fuel-changeover procedure for low sulphur fuel and other fuel and an operational manual for low sulphur fuel. It is to be regarded that if the fuel-changeover procedure for onboard diesel oil and heavy oil and the one for fuel with a sulphur content not exceeding 0.1%m/m and 3.5 %m/m that made for complying with MARPOL Annex VI have already existed, they are to be gone on enforced and kept onboard. The new fuel-changeover procedure and operational manual are recommended to be included in shipboard SMS documents. It is advised that while purchasing low sulphur fuel, owner or operator is to pay attention to not only its compliance of sulphur content, but also the compliance of its other performance indexes for manufacturers’ provisions. And a special attention is to be paid that the flash point and the use at certain flash point of low sulphur fuel is to comply with the conventions concerned and the requirements of CCS rules.

          （D）If the operation procedure and steps of low sulphur fuel are changed in the use of equipment, a new operational manual is to be made and update the relevant SMS documents.

1.                 Modification plan/drawings, including:

(1)  Added or modified fuel tank and pipeline arrangement;

(2) Fuel piping plan for main/auxiliary engines and boiler after modification (including fuel supply, transferring, purifying, heating, cooling (if any), etc., and the detailed parameter specification of piping accessories as pump, valve, etc.);

(3) Arrangement of engine room;

(4) Added or modified burning control system of boiler and its accessories;

(5) Other drawings and documents related to the modification, such as relevant documents (no matter modification or not, explanations in writing are to be provided) provided by manufacturer (including main engine, auxiliary engine, boiler and their fuel oil systems, etc.).

(6) A complete set of  drawings of electrical control regarding fuel control;

(7) Operating instructions;

(8) Lists and instruction of modification items;

(9) Test program of function test.

              2.  The assessment report, fuel-changeover procedure for low sulphur fuel and other fuel and the renewed operational manual (if applicable) are also to be submitted to CCS plan approval center as reference. The delivered drawings and documents are to comply with CCS rules and the relevant requirements of conventions. It is to be paid special attention that for the diesel engine holding EIAPP Certificate or Statement of Compliance, if it needs to be modified for using low sulphur fuel and leads to a modification of component members of NOx emission , it is to be subjected to a new plan approval and survey in light of NOx Technical Code. Upon the completion of documents and drawings, CCS plan approval center is to issue an approval including the owner’s planned date of completion of the modification, survey and certification as well as names of ship, equipment,  document and drawings no., etc.

(1)Inspection on integrity and general performance of the modification,

(2) Tightness test to fuel tank (if involving the modification of tank),

  (3)  Hydraulic test and tightness test to fuel piping,

               (4) Inspection and test to new-installed equipment,

(5)For the oil fuel system test of boiler, it is to include at least: the pressure test and tightness test of pipeline, boiler control system test, safety system test and alarm system test. Items of test are to comply with the rules of the Society. The requirements of the operational test are as follows:

(1) Under the manual control, in accordance with the operational procedure of “start–ignition-low heat-high heat-low heat-stop”, it is to run continuously for ten cycles, each of which is to last at least five minutes. All the systems are to be in order during operation.

(2) Combustion test is to run continuously for at least one hour, in which the conditions of low heat and high heat are to be changed alternately. During the test, all the systems are to be in normal order and the total numbers of ignition failure and main flame extinguishment are not to exceed three.

(6)For diesel engines, starting tests, fuel oil-changeover tests, load tests and maximum load tests are to be carried out. The maximum load is to be proposed by applicant and submitted to the Society for file. The maximum test load is to be recoded in remarks of ship’s certificates of the Society to remind ship operator,

(7)Other necessary tests for the modification,

(8)The products certificates of new-installed equipment and products on board are to be checked in accordance with the requirements of lists of certified products of the Society. Electric cabinets are to hold the products certificates of the Society.

(9)The pressures of hydraulic tests and tightness tests are to be confirmed in accordance with the working pressures and the requirements of CCS rules.

5.4.3.2    The site surveyor is to confirm that:

(1)      Relevant documents and drawings related to the modification have been approved,

(2)      Appointed low sulphur fuel tank has been identified,

(3)       Fuel-changeover procedure for low sulphur fuel and other fuel has been kept on board,

(4)      Operational procedure of low sulphur fuel has been kept on board.

5.4.4         Certificate, report and shipboard document

5.4.4.1    Upon completion of modification survey, survey unit is to describe the survey results in RA report. Where equipment is changed, corresponding certificates, supplements and records are to be amended or renewed accordingly. Upon request of shipowner or operator, a formal statement (Form SOC (LSF-M)) is to be issued and the kind of survey is of notarial survey NS_ADS (LSF-M).

The following documents are to be kept on board after the completion of survey:

(1)       Assessment report,

(2)       Modification plans,

(3)       Fuel-changeover procedure for low sulphur fuel,

(4)       Equipment operational manual (if applicable),

RA report and document of compliance (if applicable).

It is to be noted that the date of entry into force of Article 4b, Directive 2005/33/EC, was not postponed by EC Commission Recommendation of 21 December 2009 on the safe implementation of the use of low sulphur fuel by ships at berth in EC Commission ports. Where the shipboard equipment has only carried out the safety assessment or gained the modification plan approved by the classification society without completion of modification to apply low sulphur fuel as required, it will fail to comply with this directive. The Recommendation, for the moment, just advises member States to consider whether the ship has the factor of modification plan approved by the classification society mentioned above when they decide the degree of penalties to be applied to the  ship which has not used the low sulphur fuel.

5.5 Decision on sampling methods and frequency regarding the verification of sulphur content of marine fuels for ships calling in Member States of the European Union (COMMISION IMPLEMENTING DECISION（EU）2015/253)

COMMISION IMPLEMENTING DECISION（EU）2015/253 issued by the European Commission, lays down the rules concerning sampling methods and frequency as well as reporting under Directive 1999/32/EC regarding the sulphur content of marine fuels for ships calling in Member States of the European Union, a summary of which is as follows:

1. Sampling frequency of the sulphur content of marine fuels

(1) Member States shall carry out inspections of ships' log books and bunker delivery notes on board of at least 10 % of the total number of individual ships calling in the relevant Member State per year.

(2) As from 1 January 2016, the sulphur content of the marine fuel being used on board shall also be checked by sampling or analysis or both of at least the following percentage of the inspected ships referred to in paragraph (1):

1) 40 % in Member States fully bordering SOx Emission Control Areas (SECAs);

2) 30 % in Member States partly bordering SECAs;

3) 20 % in Member States not bordering SECAs (As from 1 January 2020, 30 % ).

The number of individual ships calculated pursuant to paragraph (2) that shall also be checked by sampling or analysis or both can be adjusted, but not reduced by more than 50 % as per the accepted methods.

As from 1 January 2016, instead of complying with the annual frequency laid down in paragraphs (1) and (2), a Member State may apply an annual frequency of sampling on the basis of the Union risk-based targeting mechanism.

2. Implementing procedure for and methods of sampling of marine fuels being used on board

(1) Ships' log books and bunker delivery notes on board shall be inspected.

(2) The sulphur content shall be checked by one or both of the following means of sampling and analysis:

1) Analysis of the sealed bunker samples on board ships accompanying the bunker delivery note which have been taken in accordance with Regulation 18(8.1) and (8.2) of Annex VI to MARPOL;

2) On-board spot sampling of the marine fuels followed by analysis as below:

(i) Member States shall take the on-board spot sample of marine fuel through a single or multiple spot sample at the location where a valve is fitted for the purpose of drawing a sample in the fuel service system, as indicated on the ship's fuel piping systems or arrangement plan and as approved by the Flag Administration or Recognised Organisation acting on its behalf.

(ii) In the absence of the location referred to in paragraph (i), the fuel sampling point shall be the location where a valve is fitted for the purpose of drawing a sample and shall fulfill all of the following conditions:

(a) be easily and safely accessible;

(b) take into account different fuel grades being used for the fuel-oil combustion machinery item;

(c) be downstream of the fuel in use from the service tank;

(d) be as close to the fuel inlet of the fuel-oil combustion machinery item as feasible and safely possible taking into account the type of fuels, flow-rate, temperature, and pressure behind the selected sampling point;

(e) be proposed by the ship's representative and accepted by the sulphur inspector.

To meet the requirements of sulphur content of marine fuels for ships calling in Member States of the European Union, if the on-board spot sample(s) of marine fuel at the location where a valve will be fitted for the purpose of drawing a sample in the fuel service system and the relevant drawings will be intended for approval by CCS, the requirement of drawings approval and survey should be:

Apply CCS survey department for an occasional survey:

1. Drawings approval: The relevant drawings (such as drawing of E/R general arrangement, fuel oil piping system diagram and etc.) should be submitted to CCS survey department for approval. It is recommended that the requirement stated in above 2 (2) 2) (ii) (a) - (d) should be considered.

2. Survey: including in general:

Confirmation of the new installation/modification; and

Hydraulic test/leakage test for fuel oil piping.

6               Requirements of AMSA Order on Strength of Helicopter Landing Deck (or Hatch Cover)

6.1             Application

Ships entitled to fly with Australian flags; or

Other ships intended to conduct helicopter landing operation within Australian waters.

6.2.1         Shipping companies are to apply for inspection of deck strength of landing area to the Society in accordance with their ships’ conditions and check the corresponding Arrangement of Helicopter Deck (or Hatch Cover) or Structural Plan and Strength Calculations for Helicopter Deck (or Hatch Covers). Where the above documents are approved by the plan approval center of the Society, and are marked clearly with the maximum helicopter weight accepted by the decks or hatch covers, the ship owner can apply for an interim survey to the Society. The surveyor is to embark onboard the ship to check the above drawings and documents and inspect whether the related decks or hatch covers are in good conditions. Upon the completion of a satisfactory survey, a documentation related to the helicopter landing area with sufficient strength to withstand helicopter takeoff/landing is to be issued by the survey unit and kept onboard for AMSA inspection. Or,

6.2.2    Where the maximum helicopter weight is not identified clearly in drawings and documents is found during the examination of above-mentioned documents, or the above documents are not kept on board, the shipowner can provide the following documents to the plan approval center of the Society in accordance with the requirements of Section 18, Chapter 2, PART TWO of Rules for Classification of Sea-going Steel Ships: Arrangement of Helicopter Deck (or Hatch Cover), including the overall dimensions, landing area and securing area of deck and its members, Structural Plan and Strength Calculations for Helicopter Deck (or Hatch Cover). The above documents are to be approved by the plan approval center of the Society and after the approval, the approved drawings and comments are to be returned to the shipowner and made a copy to Classed Ship In-service Department of the Headquarters. Shipping companies can apply for a survey to the Society when receives the drawings and comments. The surveyor of the Society is to embark onboard the ship to inspect the decks or hatch covers in accordance with the requirements of approved drawings. Upon the confirmation of related structures in good conditions, a documentation related to the helicopter landing area with sufficient strength to withstand helicopter takeoff/landing is to be issued by the survey unit and kept onboard for inspection.

6.3               Issuance of documents

 The survey unit is to inspect the onboard decks or hatch covers in accordance with the requirements of approved drawings and issue a formal document of compliance (Form SOC (SHLS)) to be kept onboard for inspection upon the confirmation of related structures in good conditions. The corresponding kind of survey is to be of notarial survey NS_ADS (SHLS).

7                 Requirements of Lifting Appliances by the Port Authority  Saudi Arabia

7.1        The port Authority of Saudi Arabia requires ships with the age over 15 years intended to carry out cargo handling at its ports to be surveyed prior to the arrival. The survey is  to be applied by the shipowner and the kind of survey is to be of notarial survey NS_ADS (SA-CG). Upon the completion of  the survey, a certificate with the period of validity of six months (Form SOC (SA-CG)), together with a form CG are to be issued. Survey contents are to be described in RA report.

7.2      For the related survey requirements, refer to III-G1 of Instruction to Surveyors.

N8     Issuance of Statement of Compliance with Guidelines of Oil Organizations for Structure and Equipment of Tanke

N8-1     General

8.1.1     Scope of application

The requirements of this Section apply to newly-built tankers (including oil tankers, chemical tankers and gas carriers) which apply to the Society for plan approval and survey to meet the requirements of Guideline of Oil Organizations for Structure and Equipment of Tanker as well for issuance of relevant statement of compliance. For tankers in service, relevant statement of compliance or evaluation report may be applied and issued for survey after construction according to relevant requirements.

8.1.2          Documents for reference:

1) Guidelines of Oil Organizations for Structure and Equipment of Tanker by CCS. (hereinafter referred to as “the Guidelines”)

2) Ship Inspection Report Programme. (hereinafter referred to as “SIRE”)

3) Vessel Inspection Questionnaires for Oil Tankers, Combination Carriers, Shuttle Tankers, Chemical Tankers and Gas Carriers. (hereinafter referred to as “VIQ”)

4) International Safety Guide for Oil Tankers and Terminals. (hereinafter referred to as “ISGOTT”)

8.1.3          Introduction to oil industry organizations:

Oil industry organizations mean tanker(oil tankers, chemical tankers and gas carriers) industry organizations, including: Oil Companies International Marine Forum (OCIMF); International Association of Independent Tanker Owner (INTERTANKO); Chemical Distribution Institute (CDI); and Society of International Gas Tanker and Terminal Operators (SIGTTO), etc.

Members of oil industry organizations carries out the inspection for third party operated vessels, including their chartered tankers, tankers calling at their wharfs, or tankers carrying their cargoes (or to which they have an interest in) to confirm the tankers are suitable for carrying with the intended cargoes and are in good technical conditions so as to prevent personnel injuries, property damages and pollution of marine environment due to unsafe factors during the ship operation and carriage of cargoes.

8.1.4          Purpose of survey:

The Instructions have been developed for the compliance of the requirements of oil industry organizations and the satisfactory completion of their inspection of tankers classed with CCS so as to effectively control and implement requirements of oil industry organizations during plan approval and construction. The surveyors of CCS are to carry out inspection and tests of construction and equipment of relevant tankers according to requirements of the Guidelines and approved plans. But it is not to ensure that all survey items and criteria are accepted by all members of oil industry organization.

8.1.5   Issuance of statement of compliance and evaluation report:

8.1.5.1The category of relevant surveys is notarial surveys (NS-ADS).

8.1.5.2     Where ship is plan-approved and constructed in accordance with the Guidelines, upon the company’s application, the surveyor is to carry out survey during construction according to the arrangements of the ship and approved plans. Upon satisfactory results of inspection, test and verification, the surveyor is to issue statement of compliance (Form SOC (OIO)) and survey report (Form (RV)) complying with requirements of oil organizations for structure and equipment of tanker on certificate paper with the Society’s logo. The period of validity of statement of compliance is one year. Upon the expiration of statement of compliance, if the owner applies for survey after construction, the surveyor is to issue statement of compliance with one year validity after satisfactory survey. It is to be noted that a statement of compliance indicates only that the ship, as verified during plan approval and survey, is in compliance with the Guidelines.

8.1.5.3 Where the ship is not plan-approved or constructed in accordance with the Guidelines, CCS may issue an evaluation report of one year validity after the surveyor has completed survey after construction in accordance with the Guidelines upon the company’s request. As the ship has not been plan approved and constructed according to the Guidelines, the surveyor only carries out survey according to the arrangements, approved plans and test results. The survey only reflects the actual arrangements and results of the ship. Upon satisfactory results of inspection and verification, the surveyor is to issue evaluation report (Form ER (OIO)) and survey report (Form (RV)) complying with requirements of oil organizations for structure and equipment of tanker on certificate paper with the Society’s logo, the category of such surveys is notarial surveys (NS-ADS), the evaluation report only truthfully reflects the survey results. During the survey, the surveyor may give relevant recommendations to the owner according to the requirements of the Guidelines, but rectification is not mandatory. The relevant rectifications are to be carried out after the owner has consulted with and been approved from relevant oil companies. In case the owner requires the surveyor to verify relevant requirements for rectification, relevant plans and documents are to be sent to the Plan Approval Center of the Society for approval.

8.1.6         Notes for checking of plans, documentation and information of ships:

8.1.6.1    The documentation and information checked by oil companies are to be available both in Chinese and English;

8.1.6.2    The term “approval” means that the plans or documentation have been examined and found in compliance with the Guidelines. The approval of plans and documents by CCS covers only the items as required by the Guidelines, excluding any items not required by the Guidelines. Where CCS undertakes classification and statutory services at the same time, the “approval” by CCS is to cover the items related to the requirements of classification rules or relevant international conventions.

8.1.6.3     The approved plans are valid only for construction in the designated shipyard, the construction project number or the number of ships to be constructed as specified in the application or contract/agreement for plan approval. The approved plans will be invalid automatically in one of the following cases:

(1) the construction of the ship(s) for the project number or the number of ships as specified in the contract has been completed;

(2) the ship is not constructed under the supervision of CCS;

             (3) the relevant standards of oil industry organizations have been revised or the new standards involving related items of the Guidelines have been issued.

N8-2     Approval and control of survey documents

8.2.1          Approval and control of survey documents

8.2.1.1    Approval and control of survey documents during construction: the purpose of surveys during construction is to confirm that ship structure and the arrangement of equipment comply with the approved plans and documents, and that the installation techniques meet the requirements of the Guidelines. For the following requirements refer to Chapter 2 Surveys and Certification of the Guidelines for details.

（1）Approval of plans: the integrality of plans is to be checked; the site surveyor is to follow up on integrality of plans in light of the survey schedule.

（2）Checklist of shipboard product certificates: submitted to the surveyor for verification and approval during the ship’s commencement inspection.

（3）Table of survey items during construction: submitted to the surveyor for verification and approval during the ship’s commencement inspection.

8.3.1.1.1    List of ship particulars;

8.3.1.1.2To check Port State Control inspection report issued by Port States:

Where the records of the ship indicate that the ship has been detained or has obvious deficiencies, the surveyor is to recheck whether deficiencies have been cleared. In case the deficiencies are not cleared, the surveyor is to analyze the reasons and character of the deficiencies. For items impacting the safety of the ship, the surveyor may require the owner to apply for survey and confirmation from the classification society.

8.3.1.1.3 To check Ship Inspection Report (SIRE) Programme, in particular Vessel Inspection Questionnaire (VIQ).

8.3.1.1.4 To check cargo loading arrangement plan.

8.3.1.1.5To check that OCIMF publications are provided onboard and are in their latest versions:

            Relevant documents are listed below:

            General and management publications

            Navigational publications

            Mooring publications

            General tanker publications

            Petroleum tanker specific publications

            Chemical tanker specific publications

            Gas Tankers specific publications

8.3.1.1.6 The maneuvering characteristics of the ship are to be displayed in the wheelhouse:

             For all ships of 100 metres in length and over, and all chemical tankers and gas carriers regardless of size, the pilot card, wheelhouse poster and maneuvering booklet are to be provided. Wheelhouse posters in the format recommended by resolution IMO A.601 (15) and Bridge Procedures Guide are to be displayed in the wheelhouse.

8.3.1.1.7 To check that the Ship/Shore Safety Check-List (SSSCL) is provided onboard the ship as specified by ISGOTT, that inspection has been carried out in accordance with the check-list and that provisions in the check-list have been complied with:

             The ISGOTT SSSCL may be used or alternatively a checklist provided by the terminal or the operator which is to an equivalent standard. The code letter “R” (Re-check) indicates items that are to be re-checked at agreed intervals by both parties, at periods stated in the declaration. The SSSCL is to confirm that these items are being re-checked at the agreed intervals. Due attention is to be given when relevant items are found not re-checked.

8.3.1.1.8 To check that relevant plans have been approved in accordance with the requirements of the Guidelines.

8.3.1.1.9 To confirm that there are no changes or new installations affecting the validity of the certificates.

8.3.1.2     Check the certificates of the ship

8.3.1.2.1 To Check the Certificate of Registry carried onboard the ship.

8.3.1.2.2 To check mandatory and non-mandatory certificates and documents relating to helicopter facilities required by International Civil Aviation Organization as per the provisions of MSC/Circ.1151. A helicopter landing area or winching area is to be approved by the aviation authority. Where approval documents from the aviation authority are not available, the area is to meet ICS Guidelines.

8.3.1.2.3 To check the ship to ship transfer operational booklet at sea and the check-list:

The ship to ship transfer operational booklet at sea is to be approved by the classification society or the Administration of the state whose flag the ship.

The checklists are to be used not only at the time of transfer but also when the operation is being planned. Adherence to check list procedures will ensure that the most important aspects of an operation are covered. The checklists are:

(1)  Pre-fixture information;

(2)  Before operations commence;

(3)  Before run-in and mooring;

(4)  Before cargo transfer; and

(5)  Before unmooring.

8.3.1.2.4  To check the crew list, and check the manning level meets or exceeds that required by the STCW as per the Minimum Safe Manning Document:

  During the survey, review the number of personnel on board against the vessel’s trading pattern and level of operation and consider the following issues:

(1)      The bridge is being adequately manned under all sailing conditions;

(2)      There are sufficient personnel to moor the ship safely;

(3)   The cargo operation is being effectively controlled (if two deck officers alternate the cargo watches, is the second officer adequately experienced and qualified and are ratings sufficiently familiar with the operation);

(4)   Safety functions are being adequately addressed (drills, ship security issues, equipment maintenance); and

(5)   The quality of rest is adequate considering the trading area and the workload.

8.3.1.2.5 To check that the transfer arrangement plan with regard to the disposal of engine room oily water or sludge to a slop tank in cargo area has been approved by the classification society:

      Where engine room oily water or sludge is discharged to a cargo tank or slop tank, the discharge is to be recorded in both Part I and II of the Oil Record Book. Check whether there are cargoes in the in-take tanks. The discharge installation is to be approved by the classification society.

8.3.1.2.6 To check the ship is fitted with Vessel Response Plan (VRP) (only applicable to ships trading to USA) in accordance with the requirements of the US federal laws.

A VRP must be provided on board the ship and approved by USCG for oil and chemical tankers trading to the USA. SOPEP’s, SMPEP’s and VRP’s can be either in a single combined plan or in separate documents. The name of the OPA-90 qualified individual must be recorded in the VRP.

8.3.1.2.7 To check other environmental protection management plans required by the flag States and the port state of destination. The plans may include:

(1)  requirements of the European Union for low-sulphur fuels;

(2)  requirements of some countries for ballast water management plans;

(3)  requirements of some ports for the control of Vapour Cycle System(VCS); etc.

8.3.1.2.8 To check the Material Safety Data Sheet (MSDS). The materials include chemicals such as the cargoes being carried, fuel, paint, solvent and additives onboard the ship.

              MSDS of each category of cargo being carried including crude oil are to be posted in the cargo control room.

8.3.1.2.9 To check that the Ballast Water Management Plan is provided onboard the ship and that the Plan has been approved by the classification society.

8.3.1.2.10 To check the Certificate of International Convention on Civil Liability (1992):

              When checking the Certificate, it is to be noted that the name of the owner on the Certificate is to be the same as that on the Certificate of Registry.

8.3.1.2.11 To check the P&I Certificate of Entry:

             The name of the owner on the Certificate is to be the same as that on the Certificate of Registry. Check the P&I Certificate of Entry to confirm that the ship is an annual member. The annual membership usually begins on 20 Feb.

8.3.1.2.12 To check the US Certificate of Financial Responsibilities (COFP) onboard the ship: (only applicable to ships trading to US)

            33 CFR 138 (revised) entered into force on 17 Oct 2008.

8.3.1.2.13 To check the Statement of compliance of US-33 CFR:

             The period of validity of oil tankers, chemical tankers and gas carriers are 2 years. The aboved Statement of compliance is applicable to ships trading to US only.

8.3.1.2.14 According to the requirements of EXXONMOBIL, check the Certificate and Report of Condition Assessment Programme (CAP).

When a ship reaches 15 years of age, CAP Certificate of 1 or 2 rating for hull, machinery, cargo systems is to be provided. It is to be noted that the Certificate is to be issued by a Classification Society which is a member of IACS and different from the vessel’s own Classification Society. The CAP Certificate is renewed every five years. For ships over 20 years of age, the CAP Certificate must be renewed every 30 months.

8.3.1.2.15 Ship operating in severe sub-zero conditions, the class certificate of the ship must have a valid Ice class notation for navigation in ice conditions accordingly.

8.3.1.2.16 The ship’s safety management system is to identify risks associated with operations in sub-zero and/or ice conditions, and provide appropriate safeguards against those identified risks, including but not limited to, procedures for personnel training, navigation, operations and preparation of equipment for use in such conditions.

8.3.1.2.17 The ship is to be provided with an infra-red camera fitted in the bow for ice observation.

8.3.1.3Overhauling, maintenance and test record and statement of safety equipment and provision.

8.3.1.3.1   1.Checking the periodical calibration certificate of gas analyzers:

(1) The manufacturers’ recommended intervals for servicing the equipment ashore in organizations recognized by state bureau of technical supervision, must be observed and procedures in place for the replacement of parts such as filters, at the manufacturers’ recommended intervals, usually once a year.

(2) Use of a self-test facility does not necessarily mean that an analyser is operating correctly. An instrument may self-test satisfactorily, but then fail to register a lack of oxygen or the presence of gas. The only way to be sure that a machine is operating satisfactorily is to use a sample check gas. Sufficient variety calibration gas is to be available for the types of analyzers on board

(3) Specialized test gas specified in the instruction booklet of the manufacturer is to be used when calibrating analyzers of hydrocarbon gases.

(4) Some multiple function analyzers are to use a test gas which tests all the functions with one sample gas.

2.    The provisions of gas analyzers:

(1)      two explosimeters;

(2)      two oxygen analyzers;

(3)      toxic gas detection devices or analyzers suitable for the range of products being carried and an up-to-date inventory of chemical indicator tubes;

(4)      vessels equipped with inert gas are to in addition to the analyzers mentioned above carry two analyzers capable of measuring oxygen content in an inert atmosphere;

(5)      personnel working in potentially hazardous areas are to be provided with personal multi-gas detectors;

(6)      spare oxygen analyzers are to be provided in case the main oxygen analyzers are broken.

3.        On the usage of gas analyzers:

(1)      Test analyzers of hydrocarbon content in an inert atmosphere. The accuracy of the analyzer is to comply with the following requirements:

l   Specially designed analyzers of hydrocarbon content for Measurement Systems Analysis (MSA) are available, e.g. a Tankscope, which is a portable analyzer of hydrocarbon content (generally known as oxygen deficiency analyzers).

l   In cases where a vessel is not fitted with an inert gas system, but does employ nitrogen blanketing, these instruments must be provided.

l   If analyzers which measure hydrocarbons using an infra-red principle are provided, a Tankscope is not required to be carried.

(2)      Many crude oils come out of the well with high levels of H₂S, but a stabilization process usually reduces this level before the crude oil is delivered to the ship. However, the amount of stabilization may be temporarily reduced at times and a tanker may receive a cargo with an H₂S content higher than usual or expected. In addition, some crude oils are never stabilized and always contain high levels of H₂S. H₂S can also be encountered in refined products such as naphtha, fuel oil, bunker fuels, bitumens and gas oils. Cargo and bunker fuels are not to be treated as free of H₂S until after they have been loaded and the absence of H₂S has been confirmed by both the results of monitoring and the relevant MSDS information.

(3)      Some instrument sensors could be poisoned if exposed to high concentrations of CO².

Toxic gas detectors for measuring H2S is to be certified specifically for use in air or in an inert gas atmosphere. (special requirement of EXXONMOBIL).

8.3.1.3.2To check the maintenance record of breathing apparatus sets by an expert:

(1)     The breathing apparatus is to be inspected at least once a month by a responsible officer, and the inspection recorded in the ship’s log-book. The equipment is to be inspected and tested by an expert at least once a year. An “expert” may be a member of the crew provided they have attended relevant courses and have documentation available to prove it (e.g. the Certificate of Advanced Fire-fighting issued by the Administration).

(2)     In addition to being inspected in accordance with the requirements of SOLAS, self-contained breathing apparatus is to be checked for condition and satisfactory operation. With the apparatus charged and the cylinder valve closed, the drop in pressure is not to be more than 10 bars in one minute.

（3）Air cylinders are to be charged to not less than 10% below full. BA air cylinders are to be hydrostatically tested every 5 years or lesser period if so recommended by the manufacturer. The hydrostatic test date must be stamped on the cylinder.

8.3.1.3.3 To check the certificate of the air quality of breathing apparatus air recharging systems used by personnel onboard the ship:

Annual inspections are to be carried out to ensure that the air quality of breathing apparatus air recharging systems is satisfactory. The certificate is to be issued by the organization recognized by the Administration of Technical Supervision.

8.3.1.3.4 To check the records of regular testing and inspection of the lifting equipment. The equipment includes cargo hose cranes, engine room cranes, provisions cranes, material cranes, lifts, etc:

            (1)     Generally speaking, cargo lifting equipment is to be load tested every five years and thoroughly examined by a competent person annually. The related testing and examination are to be recorded in a Chain Register.

            (2)  Other lifting equipment is not regulated except as usually required by class, but is to be tested and examined under a similar regime. The minimum SWL for which testing is required is one tonne (1,000 kgs). A Chain Register is not required, but documentation supporting testing, examination and maintenance is to be maintained.

            (3)     Under circumstances specified in (2), the owner sometimes applies to the classification society for survey to facilitate the management. In this case, the related testing and examination are to be recorded in Register of Ship’s Lifting Appliances and Cargo Handling Gear and to meet the requirements of the classification society

8.3.1.3.5 Guidance relating to the use of personal protective equipment (PPE) is to be provided onboard the ship. The PPE includes: boiler suits, safety footwear, eye and ear protection, safety harnesses and chemical protective equipment etc.

8.3.1.3.6 To check the approved statement of all hand torches approved for use in gas-hazardous areas by a competent authority. The document can prove the torches are suitable for use in flammable atmospheres.

(1)  This includes torches in use on deck, in the engine room and those supplied for use with the firemen’s outfits.

(2)  A competent authority may be a classification society, an explosion-proof testing organization authorized by the Administration, or a world-renowned company recognized by the industry.

(3)  Torches are to be capable of continuous use for 3 hours.

8.3.1.3.7 To check the regular inspection record for all portable ladders and rope-ladders and mark each ladder with a unique identifying number clearly. (Special requirements of EXXONMOBIL)

8.3.1.4.1 To check the Planned Maintenance System onboard the ship.

8.3.1.4.2 To check the implementation records of the Planned Maintenance System onboard the ship.

8.3.1.4.3 To check the complete up-to-date spare part inventory list.

8.3.1.5.1 To check that the smoking regulations have been posted, that the regulations effectively implemented and that smoking places clearly marked;

During the survey, pay attention to the following requirements of ISGOTT. (ISGOTT 4.2.2.3)

(1)     The designated smoking places on a tanker or on shore are to be agreed in writing between the Responsible Officer and the Terminal Representative before operations start. The Responsible Officer is to ensure that all persons on board the tanker are informed of the selected places for smoking and that suitable notices, in addition to the tanker’s permanent notices, are posted.

(2)     Certain criteria are to be met in the selection of smoking places whenever petroleum cargoes are being handled or when ballasting into non-gas free cargo tanks, purging with inert gas, gas freeing or tank cleaning operations are taking place.

(3)     The criteria are:

.1        Smoking places are to be confined to locations within the accommodation.

.2        Smoking places are not to have doors or ports that open directly onto open decks.

.3        Accounts are to be taken of conditions that may suggest danger, such as an indication of unusually high petroleum gas concentrations, particularly in the absence of wind, and when there are operations on adjacent tankers or on the jetty berth.

(4)     In the designated smoking places, all ports are to be kept closed and doors into passageways are to be kept closed except when in use. While the tanker is moored at the terminal, even when no operations are in progress, smoking can only be permitted in designated smoking places or, after there has been prior agreement in writing between the Responsible Officer and the Terminal Representative, in any other closed accommodation.

(5)     When stern loading/discharge connections are being used, particular care must be taken to ensure that no smoking is allowed in any accommodation or space, the door or ports of which open onto the deck where the stern loading/discharge manifold is located.

(6)     Safety matches or fixed (car type) electrical cigarette lighters are to be provided in approved smoking locations.

(7)     All matches used on board tankers are to be of the safety type. The use of matches and cigarette lighters outside the accommodation is to be prohibited, except in places where smoking is permitted. Matches are not to be carried on the tank deck or in any other place where petroleum gas may be present. The use of all mechanical lighters and portable lighters with electrical ignition sources is to be prohibited on board tankers.

(8)     Disposable lighters present a significant risk as an uncontrolled ignition source. The unprotected nature of their spark producing mechanism allows them to be easily activated accidentally.

(9)     The carriage of matches and lighters through terminals is to be prohibited. Severe penalties may be levied under local regulations for non-compliance.

8.3.1.5.1 To check that the smoking regulations have been posted, that the regulations effectively implemented and that smoking places clearly marked;

During the survey, pay attention to the following requirements of ISGOTT. (ISGOTT 4.2.2.3)

(1)     The designated smoking places on a tanker or on shore are to be agreed in writing between the Responsible Officer and the Terminal Representative before operations start. The Responsible Officer is to ensure that all persons on board the tanker are informed of the selected places for smoking and that suitable notices, in addition to the tanker’s permanent notices, are posted.

(2)     Certain criteria are to be met in the selection of smoking places whenever petroleum cargoes are being handled or when ballasting into non-gas free cargo tanks, purging with inert gas, gas freeing or tank cleaning operations are taking place.

(3)     The criteria are:

.1        Smoking places are to be confined to locations within the accommodation.

.2        Smoking places are not to have doors or ports that open directly onto open decks.

.3        Accounts are to be taken of conditions that may suggest danger, such as an indication of unusually high petroleum gas concentrations, particularly in the absence of wind, and when there are operations on adjacent tankers or on the jetty berth.

(4)     In the designated smoking places, all ports are to be kept closed and doors into passageways are to be kept closed except when in use. While the tanker is moored at the terminal, even when no operations are in progress, smoking can only be permitted in designated smoking places or, after there has been prior agreement in writing between the Responsible Officer and the Terminal Representative, in any other closed accommodation.

(5)     When stern loading/discharge connections are being used, particular care must be taken to ensure that no smoking is allowed in any accommodation or space, the door or ports of which open onto the deck where the stern loading/discharge manifold is located.

(6)     Safety matches or fixed (car type) electrical cigarette lighters are to be provided in approved smoking locations.

(7)     All matches used on board tankers are to be of the safety type. The use of matches and cigarette lighters outside the accommodation is to be prohibited, except in places where smoking is permitted. Matches are not to be carried on the tank deck or in any other place where petroleum gas may be present. The use of all mechanical lighters and portable lighters with electrical ignition sources is to be prohibited on board tankers.

(8)     Disposable lighters present a significant risk as an uncontrolled ignition source. The unprotected nature of their spark producing mechanism allows them to be easily activated accidentally.

(9)     The carriage of matches and lighters through terminals is to be prohibited. Severe penalties may be levied under local regulations for non-compliance.

8.3.1.5.3 To check the existing procedures for safe entry of personnel into enclosed spaces and that the procedure is in compliance with the recommendations and requirements of ISGOTT:

During the survey, pay attention to the following requirements of ISGOTT. (ISGOTT 10.4)

(1)  An “Enclosed Space” is defined as a space that has limited openings for entry and exit, unfavourable natural ventilation, and that is not designed for continuous worker occupancy.

  Enclosed spaces include, but are not limited to: cargo tanks, double bottoms, fuel tanks, ballast tanks, pump rooms, cofferdams, void spaces, duct keels, inter-barrier spaces, engine crankcases and sewage tanks.

(2)  The Master and Responsible Officer are responsible for determining whether entry into an enclosed space may be permitted. It is the duty of the Responsible Officer to ensure:

.1    That the space is ventilated;

.2    That the atmosphere in the compartment is tested and found satisfactory;

.3    That safeguards are in place to protect personnel from the hazards that are identified;

.4    That appropriate means for controlling entry are in place.

(3)  Personnel carrying out work in an enclosed space are responsible for following the procedures and for using the safety equipment specified.

1  Prior to entry into an enclosed space, a risk assessment is to be completed to identify the potential hazards and to determine the safeguards to be adopted. The resulting safe working practice is to be documented and approved by the Responsible Officer before being countersigned by the Master, who confirms that the practice is safe and in compliance with the ship’s Safety Management System.

 2  The permit, or other enabling document, is to be sighted and completed by the person entering the space, prior to entry.

 3  The controls required for safe entry vary with the task being performed and the potential hazards identified during the risk assessment. However, in most cases, an Entry Permit System will provide a convenient and effective means of ensuring and documenting that essential precautions have been taken and, where necessary, that physical safeguards have been put in place. The adoption of an Entry Permit System, which may include the use of a check-list, is therefore recommended.

4  Permission to continue work is only to be given for a period sufficient to complete the task. Under no circumstances is the period to exceed one day.

 5  A copy of the permit is to be prominently displayed at the entrance to the space to inform personnel of the precautions to be taken when entering the space and of any restrictions placed upon the activities permitted within the space.

 6  The permit is to be rendered invalid if ventilation of the space stops or if any of the conditions noted in the check-list change.

 7  Restricting the issue of approvals, such as entry permits, so that all cargo tanks which are safe to enter are shown on one document, may be found to avoid overlapping and reduce the possibility of confusion as to which approval applies to which tank. However, if such a system is used, there must be rigorous control to ensure cancellation of existing permits, and that the atmospheres of all named tanks are correctly tested at the time of issue so that an effective extension of a period of validity does not occur by default. It will be particularly important to ensure that the permit process is supplemented by the marking of tank lids with notices indicating which tanks are safe to enter.

 8  Inspection of cargo tanks after cleaning and before loading can require an independent surveyor to enter the tank. All relevant tank entry procedures must be observed.

 9  To simplify paper administration for atmosphere of all tanks, permits of entry can be issued after all tanks have been tested safe for entry. However, readings of each tank are to be recorded on the permit and the entry process must follow the same rules. In this case, each tank is to be suitably marked whether the tank is safe to enter or forbidden to enter and under strict control. After the completion of operations in tanks, there must be rigorous control to ensure cancellation of existing permits and change of labels.

 10 To be considered safe for entry, a reading of less than 1% Lower Flammable Limit (LFL) must be obtained on suitable monitoring equipment. Entry into tanks that are not cleaned or proved safe for entry is only considered in emergency and must be approved by the Company.

 11 It is strongly recommended that personal gas monitors capable of continuously monitoring the content of oxygen, flammable gases and, if possible, toxic gases are provided.

 Note: “One day” is a normal workday from 0800 to 1700.

8.3.1.5.4 to check the existing procedures for safe entry of personnel into pump rooms and that the procedure is in compliance with the recommendations and requirements of ISGOTT:

During the survey, pay attention to the following requirements of ISGOTT. Cargo pump rooms are to be considered as enclosed spaces. However, because of their location, design and the operational need for the space to be routinely entered by personnel, pump rooms present a particular hazard and therefore necessitate special precautions, which are described in the following requirements. (ISGOTT 10.10)

(1)  Before anyone enters a pump room, it is to be thoroughly ventilated, the oxygen content of the atmosphere verified and the atmosphere checked for the presence of hydrocarbons and any toxic gas associated with the cargo being handled. Only where a fixed gas detection system is correctly calibrated and tested and provides gas readings as a percentage LFL (% LFL) to a level of accuracy equivalent to portable gas instruments, at representative locations within the pump room, it is to be used to provide information for safe entry into the space.

(2)  Formal procedures are to be in place to control pump room entry. The procedure used is to be based on a risk assessment, and is to ensure that risk mitigation measures are followed and that entries into the space are recorded.

(3)  A communications system is to provide links between the pump room, navigation bridge, engine room and cargo control room. In addition, audible and visual repeaters for essential alarm systems, such as the general alarm and the fixed extinguishing system alarm, are to be provided within the pump room. Arrangements are to be established to enable effective communication to be maintained at all times between personnel within the pump room and those outside. Regular communication checks are to be made at pre-agreed intervals and failure to respond is to be cause to raise the alarm. VHF/UHF communication is not to be used as a primary communication method where it is known that reception may not be reliable or practicable due to noise. Where communication by VHF/UHF is difficult, it is recommended that a standby person is positioned on the pump room top and that a visual and remote communication procedure is put in place.

(4)  The frequency of pump room entry for routine inspection purposes during cargo operations is to be reviewed with a view to minimising personnel exposure.

(5)  Notices are to be displayed at the pump room entrance prohibiting entry without formal permission.

8.3.1.5.5 To check the existing Hot Work procedure onboard the ship and that the procedure is in compliance with the recommendations and requirements of ISGOTT:

During the survey, pay attention to the following requirements of ISGOTT. (ISGOTT 9.4)

(1)     There have been a number of fires and explosions due to Hot Work in, on, or near cargo tanks or other spaces that contain, or that have previously contained, flammable substances or substances that emit flammable vapors.

(2)     The SMS is to include adequate guidance on the control of Hot Work and is to be robust enough to ensure compliance (see Figure 9.2 of ISGOTT). Absence of guidance is to be regarded as prohibition rather than approval (IMO MSC/Circ. 1084).

(3)          Hot Work procedures are to be developed in consideration to the documents (1 Sept 2008) of OCIMF on safety management system of Hot Work operations and entry into enclosed space.

8.3.1.1     Documentation related to cargo handling and ballasting (oil tankers)

8.3.1.6.1 To check the related information on maximum loading rates, filling rates and venting capacity:

            1) Masters are to be provided with information on maximum permissible loading rates for each cargo and ballast tank and, where tanks have a combined venting system, for each group of cargo or ballast tanks. This requirement is aimed at ensuring that tanks are not over or under-pressurised by exceeding the capacity of the venting system, including any installed secondary venting arrangements. Other considerations will also need to be taken into account when determining maximum loading rates for oil tankers. Precautions against static electricity hazards and pipeline erosion are described in ISGOTT Section 7.3.3.2.

            2) During the survey, it is to be noted that information on maximum permissible loading rates is to be displayed in the cargo control room.

            3) Excluding the requirement of SOLAS, For prevent over-pressure or under-pressure in the event of failure of the primary venting arrangements of cargo tank, and noted that:

              ------Tankers carrying cargo with a flashpoint exceeding 60℃ (closed cup test), If Controlled tank venting systems have been fitted on board the ship, suggest that Reg. II-2/11.6. of SOLAS 2000 amendments, which were adopted by resolution MSC.99(73) are to be implemented.

              ------A P/V breaker fitted on the IG main may be utilised as the required secondary means of venting on condition that all of the following requirements are met

             ★Where the venting arrangements are of the free flow type, and

            ★Carried the same cargo in each tank, or the different cargoes considered compatible

8.3.1.6.2 To check that cargo pump performance curves as well as plans for cargo, ballast, inert gas and venting systems provided onboard the ship.

8.3.1.6.3 To check the records of annual calibration of the loading computer. A calibration report is required to be printed and kept onboard the ship after the surveyor has verified the report and signed on it.

8.3.1.6.4 To check the cargo plan which is to contain a detailed sequence of cargo and ballast transfer. The related operations are to be recorded in the ship’s log. The cargo plan is to be signed by officers in charge to indicate their understanding of it.

The plan is to cover all stages of the transfer operations and as a minimum, contain:

     (1)   Quantity and grade of each parcel;

     (2)   Density, temperature and other relevant properties;

     (3)   A plan of the distribution, lines and pumps to be used;

     (4)   Transfer rates and maximum allowable pressures;

     (5)   Critical stages of the operation;

     (6)   Notice of rate change;

     (7)   Venting requirements;

     (8)   Stability and stress information;

     (9)   Drafts and trims;  

    (10)  Ballast operations;

    (11)  Emergency stop procedures;

    (12)  Emergency spill procedures and spill containment; and

    (13)  Hazards of the particular cargoes.

       And also, as required:

     (1)  Precautions against static generation;

     (2)  Initial start-up rates;

     (3)   Control of cargo heating systems;

     (4)   Line clearing;

     (5)   Crude oil washing procedures;

    (6)   Under keel clearance limitations;

    (7)   Bunkering; and

    (8)   Special precautions required for the particular operation.

8.3.1.6.5 To check the annual periodical testing records of the cargo and ballast monitor equipment onboard the ship:

Periodical testing is to be recorded by the electrical engineer or competent personnel. However, in the Special and Annual surveys, the test is to be carried out in conjunction with the inspection of the classification society, and relevant records of Class are to be checked.

(1)  Checking the testing records of the cargo and ballast pump bearing, casing and shaft gland temperature monitoring sensors.

 The requirement is to provide an alarm. There is no requirement for temperatures to be displayed or for a high temperature trip to operate. Cargo pump bearings must not have temporary cooling fitted.

(2)  Checking the regular testing records of the cargo tank high level and overflow alarms.

(3)  Checking the regular testing records of the cargo pump emergency shutdown system.

(4)  Checking the regular testing records of the remote and local temperature and pressure sensors and gauges.

(5)  Checking the regular testing records of the oil-water interface gauge.

8.3.1.6.6 To check the regular testing records of the water level alarms of bilge wells in machinery spaces and cargo pump rooms.

8.3.1.6.7 To check the regular pressure testing records of the cargo lines, crude oil washing lines, cargo heating lines, fuel oil transfer lines, vapour lines and inert gas manifolds.

(1)  Cargo pipelines are to be tested to 100% of their rated working pressure (Sometimes referred to as Maximum Allowable Working Pressure - MAWP) at least annually. Cargo pipelines are to be tested to 1.5 times their rated working pressure at least twice within any five-year period. Pipelines are to be marked with the date of test and the test pressure. Where it is inappropriate for the crew to carry out relevant tests in the Annual survey, the tests are to be carried out at least in the dry dock.

 Refer to the requirements of cargo pipelines for the testing of other pipelines.

 For other pipelines, EXXONMOBIL requires explicitly that the test interval for fuel oil transfer pipelines is once a year.

(2)  The pressure tests are not to be considered a substitute for regular external inspection of the pipeline system and periodic internal inspections, particularly at known failure points, such as pump discharge bends and stub pipe connections. Other means of non-destructive testing or examination, such as ultrasonic wall thickness measurement, may be considered appropriate, but are always to be supplemented by visual examination.

(3)  Confirming whether the observation tank is free of oil.

 Where steam cargo heating systems are fitted and when a heated cargo is being carried at the time of the inspection, an indication of the condition of the heating coils can be provided by inspection of the hot well or observation tank. A very small amount of oil on the surface of hot wells or observation tanks can be considered normal, but a layer of oil over the surface indicates that there is a problem of some significance. In the case of thermal heating systems, piping is to be sound, pumps, joints and glands are to be free of leaks and the heater unit is to be in good order. Where parts can be isolated, procedures are to be in place to identify and record which part is isolated.

(1)     The maintenance records of cargo oil system valves are to be kept onboard the ship.

8.3.1.6.8 To check the maintenance records of the venting system. The interval between inspections is not specified. The inspection is a part of the maintenance routine for the crew. During the inspection carried out onboard the ships, it is to check whether the maintenance regulations of the system is established and verify it at site. Inspection items are as followings::

(1)  Regular maintenance records of pressure/vacuum installations including flame arresters.

(2)  Maintenance records of flame screens of the venting system;

(3)  Calibration records of pressure relief valves and pressure/vacuum breakers;

 Although there are no regulatory requirements governing the maximum pressure below the relief valve setting which the cargo tanks are to be allowed to reach, it is prudent to maintain the cargo tank pressure at or below 80% of the relief valve setting. During loading tanks may occasionally reach 90% of the relief valve setting.

(4) Regular maintenance records of pressure/vacuum breakers and filling records of anti-freeze liquid.

8.3.1.6.9 To check the maintenance records of the inert gas system:

Except that the non-return valve of the inert gas system is to be overhauled annually, the interval between inspections for other items is not specified. The inspection is a part of the maintenance routine for the crew. During the inspection carried out onboard the ships, it is to check whether the maintenance regulations of the system is established and verify it at site.Working records of the inert gas system, including instrumentation, alarms, trips, temperature, pressure and oxygen recorders.

(1)    Maintenance records of inert gas.

(2)    Checking the records, and confirm Instrumentation are to be fitted for continuously indicating and permanently recording at different positions and the readings are agree.

(3)    The oxygen analyzer must have been calibrated not more than 24 hours prior to starting of the inert gas system.

(4)    Checking regular overhaul records of the non-return valve of the inert gas system (the date of the annual overhaul is to be marked near the valve).

When checking the records, the surveyors are to understand some notes of inert gas system operations:

(1)  In the event that the inert gas system is unable to meet operational requirements of this regulation and it has been assessed that it is impracticable to effect a repair, then cargo discharge, deballasting and necessary tank cleaning are only to be resumed when the emergency conditions laid down in the IMO Guidelines on Inert Gas Systems are complied with. In brief, these guidelines state that;

 .1 In the case of tankers engaged in the carriage of crude oil, it is essential that the tanks be maintained in the inerted condition to avoid the danger of pyrophoric iron sulphide ignition. If it is assessed that the tanks cannot be maintained in an inerted condition before the inert gas system can be repaired, an external supply of inert gas is to be connected to the system to avoid air being drawn into the cargo tanks.

.2 In the case of the carriage of products, if it is considered totally impracticable to effect repair of the inert gas system, cargo discharge may only be resumed if an external supply of inert gas is connected, or the following precautions are taken:

l  That approved devices, or flame screens, to prevent the passage of flame into cargo tanks are fitted and checked to ensure that they are in good order;

l  The valves on the mast risers are opened;

l  No free fall of water or slops is permitted; and

l  No dipping, ullaging, sampling or other equipment is to be introduced into the tank until a period of five hours since injection of inert gas ceased. If essential for the safety of the operation, this is to be done only after 30 minutes have elapsed and all metal components are to be securely earthed.

The OCIMF paper on inert gas deck seals recommends that a dry-type deck seal is replaced with one of another type. Normally with a dry type seal there is a dump valve which is to open when the inert gas supply is stopped and which allows the water from the upper tank to drain to the lower, thereby creating a seal. The crew are to be requested to stop the inert gas momentarily (which will not affect cargo operations), to see if this process actually takes place. Upon restoring the supply, the dump valve is to close and the upper tank filling and lower tank drain valves open.

8.3.1.6.10 To check the maintenance records of the crude oil washing (COW) system, such as:

(1)  Pressure testing records of the COW system prior to use;

(2)  Oxygen readings of the tanks to be crude oil washed measured by portable meter;

(3)  Whether the records of previous COW operations are maintained;

       A record is to be being maintained of all COW operations, including the tanks washed, the number of machines used, the time washing started and was completed, the washing pattern employed, the washing line pressure and the method employed to ensure that the tanks were dry.

(4)  Any hydrant-type connections on the crude oil washing lines are to be securely sealed when not in use. Either blanks or valves with caps are to be fitted.

8.3.1.6.11 To check the static electricity precautions onboard the ship and inspect the implementation of these precautions regulations in conjunction with the survey:

Accidents are generally caused because the poor planning, improper supervision of transfer operations, inadequate knowledge or disregard of the dangers of static electricity, insufficient personnel on duty and insufficient or incorrect information concerning cargo properties. For static electricity precautions, pay attention to the following requirements of ISGOTT.

Static electricity precautions:

ISGOTT Chapter 3 addresses the hazards associated with static electricity. ISGOTT Chapter 11 addresses the precautions that must be taken when handling static accumulator cargoes in more detail. Provided that a tank is maintained in an inert condition when static non-accumulator cargoes are being handled, or when it can be guaranteed that the tank atmosphere is non-flammable, no anti-static precautions are necessary.

The following are applicable to vessels carrying static accumulator cargoes in non-inert tanks.

(1)     Static accumulator cargoes are all those except fuel with anti-static additive, heavy black fuel oils, crude oil, bitumen, alcohols and ketones etc. Some chemicals are known static accumulators and examples are Cumene, Cyclohexane, Diethylether, Heptanes, MTBE, Nonene, Octenes, Styrene, Toluene and Xylene. In case of doubt it is to be assumed that a product is a static accumulator and the appropriate precautions are to be taken. (ISGOTT Table 3.1)

(2)     The generally accepted method for controlling electrostatic generation in the initial stages of loading is to restrict the velocity of oil entering the tank to 1 metre/second until the tank inlet is well covered and all splashing and surface turbulence in the tank has ceased. The 1 metre/second limit applies in the branch line to each individual cargo tank and is to be determined at the smallest cross-sectional area including valves or other piping restrictions in the last section before the tank’s loading inlet. (ISGOTT 11.1.7.3)

(3)     There is to be a delay of 30 minutes (settling time) after the completion of loading of each tank before commencing these operations. (dipping, ullaging or sampling with metallic equipment) This is to allow the settling of gas bubbles, water or particulate matter in the liquid and the dissipation of any electrical potential. (ISGOTT 11.8.2.3)

(4)     If the vessel is fitted with a fixed tank level gauging system, but is not fitted with IG and not fitted with full depth sounding pipes, the Operator’s policy relating to actions to be taken in the event of failure of the primary fixed gauging system must be reviewed.

(5)     Operations carried out through sounding pipes are permissible at any time because it is not possible for any significant charge to accumulate on the surface of the liquid within a correctly designed and installed sounding pipe. A sounding pipe is defined as a conducting pipe which extends the full depth of the tank and which is effectively bonded and earthed to the tank structure at its extremities. The pipe is to be slotted in order to prevent any pressure differential between the inside of the pipe and the tank and to ensure that true level indications are obtained. (ISGOTT 11.8.2.3)

(6)     UTI tapes must be bonded before being introduced into tanks. UTI tapes which have quick couplings to connect the unit to the vapour lock will possibly not require bonding wires. However, the internal bonding of such units are to be checked every six months in accordance with the manufacturer’s requirements.

(7)      Non-inert cargo tank washing is only to be undertaken when both the source of ignition and the flammability of the tank atmosphere are controlled. To achieve this, the following precautions to control ‘sources of ignition’ and ‘fuel’ are to be taken for tank washing operations in a non-inert atmosphere condition. (ISGOTT 11.3.5.2(g))

(8)     Bonding wires are to be incorporated within all portable tank washing hoses to ensure electrical continuity. Couplings are to be connected to the hose in such a way that effective bonding is ensured between them. Hoses are to be indelibly marked to allow identification. A record is to be kept showing the date and the result of electrical continuity testing. (ISGOTT 11.3.6.2)

(9)     All hoses supplied for tank washing machines are to be tested for electrical continuity in a dry condition prior to use, and in no case is the resistance to exceed 6 ohms per metre length. (ISGOTT 11.3.6.3)

(10) Loading or ballasting from the top (overall) delivers charged liquid to a tank in such a manner that it can break up into small droplets and splash into the tank. This may produce a charged mist as well as an increase in the petroleum gas concentration in the tank. As a result, loading or ballasting from the top is forbidden. (ISGOTT 3.3.3&11.1.12)

8.3.1.6.12 To check the hydrostatical testing records of each cargo hose carried onboard the ship.

                  Each new length of cargo hose produced is to be hydrostatically tested to a pressure not less than 1.5 times its specified maximum working pressure. The hose is to be stencilled or otherwise marked with its specified maximum working pressure and, if used in other than ambient temperature services, it’s maximum or minimum service temperature or both. The specified maximum working pressure is not to be less than 10 bar gauge. (This requirement applies to cargo hoses delivered after 1 July 2002. Each hose is also to be marked with the identification number.)

8.3.1.6.13 Where vapour locks are fitted, confirm that the measurement and calculation of the tank capacity have been calibrated and certified by an approved cargo testing organization, such as the National Centre for Tank Capacity Measurement.

              Corrections for datum levels and for list and trim are to be checked and approved by the organisation certifying the system if ullages from retrofitted vapour locks are used for cargo calculation. Where vapour locks have been retro-fitted, certificates of calibration must be provided by a recognised Classification society or cargo inspection company.

8.3.1.6.14 The sampling and inspection procedures and records of flammable gases in void spaces and ballast tank and other similar spaces in cargo areas:

(1)  For double hull oil tankers, there is a procedure for the regular monitoring of all spaces adjacent to the cargo tanks for accumulations of gas. The monitoring frequency depends on the voyage distance, navigation state, cargo category, etc, and is to be clearly described in the documented procedures of the ship.

(2)  If monitoring is made by use of portable instruments, the method, frequency of checking and adequacy of records are to be established. The records are to be submitted.

8.3.1.6.15 Procedures are to be provided for the operation of pump room sea valves for prevention of oil spillages through cargo pump room sea valves. Ship operators of tankers, especially those with clean ballast tanks or the cargo tanks of which are to carry additional ballast water in severe weather conditions, are to develop the procedures for the regular test and operation of pump room sea valves and operation policies. And procedures are to be provided for the operation and test for effective prevention for prevention of oil spillages through cargo pump room sea valves. The following steps are the recognized effective procedures:

(1)     start the cargo pump — open the valve close to the cargo pump, so that form “vacuum” in the pipeline between the cargo pump to sea chest valve — open the valve close to the sea chest —at last, open the valve on the sea chest;

(2)     ship owner or operator is to develop procedures for regular examination of the equipment for prevention of oil spillages through cargo pump room sea valves;

(3)     for some oil tankers not fitted with checking and test arrangements for oil spillage, including existing oil tankers and those constructed according to common rules, pipes connecting cargo pumps and sea chest may be removed and blank flanges are to be fitted in the pipe end as an alternative.

8.3.1.6.16 To check the documents of cargo abandonment, if available.

8.3.1.7.1To check the records maintained for changing from the “dry” mode (bulk dry cargo) to the “wet” mode (bulk liquid cargo) carried onboard the ship.

8.3.1.8.1To check the procedures for tank cleaning using chemicals and solvents provided onboard the ship.

8.3.1.8.2 To check the cargo compatibility chart provided onboard the ship.

8.3.1.8.3 If the cargo is required to be inhibited, check the related information is available and provided onboard the ship.

8.3.1.8.4 To check the certificate of cargo stabilizers or inhibitors from the manufacturer provided onboard the ship.

Relevant requirements for cargo stabilizers or inhibitors:

Certain cargoes with a reference in column o of chapter 17 of the IBC Code, by the nature of their chemical make-up, tend, under certain conditions of temperature, exposure to air or contact with a catalyst, to undergo polymerization, decomposition, oxidation or other chemical changes. Mitigation of this tendency is carried out by introducing small amounts of chemical additives into the liquid cargo or controlling the cargo tank environment.

Care is to be taken to ensure that these cargoes are sufficiently protected to prevent deleterious chemicals change at all times during the voyage. Ships carrying such cargoes are to be provided with a certificate of protection from the manufacturer, and kept during the voyage, specifying:

l  The name and amount of additive present;

l  Whether the additive is oxygen-dependent;

l  Date additive was put into the product and duration of effectiveness;

l  Any temperature limitations qualifying the additives’ effective lifetime; and

l  The action to be taken should the length of voyage exceed the effective lifetime of the additives.

8.3.1.8.5 To check the means of isolation for mutually incompatible cargoes onboard the ship.

8.3.1.8.6 To check the emergency procedures to prevent leakage, spillage or fire involving the cargo onboard the ship.

8.3.1.8.7 To check the cargo handling plan of the chemical tanker with a detailed sequence of cargo and ballast transfer:

The cargo handling plan of a chemical tanker is different from that of an oil tanker. Risk assessment is to be carried out for the plan which is to include cargo, cargo operations and ballast operations. The related operations are to be recorded in the ship’s log. The distribution plan is to be signed by officers in charge to indicate their understanding of it.

(1)     The cargo operation plan of the chemical tanker is to cover all stages of the transfer operations, namely:

     .1    Quantity and grade of each parcel;

     .2    Density, temperature and other relevant properties;

     .3    A plan of the distribution, lines and pumps to be used;

     .4    Transfer rates and maximum allowable pressures;

     .5    Cargo pollution category;

     .6    Flammability and toxicity;

     .7    Fire protection including fire fighting agent;

     .8    Miscibility;

     .9    Critical stages of the operation;

    .10 Notice of rate change;

    .11 Venting requirements;

    .12 Stability and stress information;

    .13 Drafts and trims;

    .14 Ballast operations;

    .15 Emergency stop procedures;

    .16 Action to be taken in the event of a spill;

    .17 Protective equipment requirements; and

    .18 Hazards of the particular cargoes.

       And also, as required or applicable:

   .19 Inhibitor requirements;

    .20 Inerting and padding;

    .21Cargo viscosity;

    .22 Cargo melting point;

    .23Cooling;

    .24 Tank coating material compatibility;

    .25 Precautions against static generation;

    .26 Control of cargo heating systems;

    .27 Line clearing;

    .28 Under keel clearance limitations;

    .29 Bunkering; and

   .30 Special precautions required for the particular operation.

(2)     Officers are to be able to demonstrate a basic knowledge of the carriage requirements for the cargoes on board and chemicals in general:

   .1  Shipboard operations and cargo handling;

   .2  Closed loading, discharging and sampling;

   .3  MARPOL ANNEX II including the meaning of Category X, Y, Z and OS cargoes;

  .4  The IBC and BCH Codes, where applicable;

  .5    Requirements for medical treatment following exposure to hazardous cargoes; including the use of antidotes when applicable;

  .6  Chemical spill response;

  .7  Communication procedures with shore and emergency stop procedures.

     And, as required:

  .8  Drying, padding and inerting;

  .9  Precautions for reactive and self-reactive cargoes;

  .10 Limitations when loading high density cargoes;

  .11 Hazards associated with corrosive cargoes;

  .12 Hazards associated with toxic cargoes;

  .13 Hazards of electrostatic generation;

  .14 Hazards associated with handling nitrogen;

  .15 Handling solidifying and high viscosity cargoes;

  .16 Pre-wash requirements.

8.3.1.8.8 For stainless steel tanks, check the procedures for passivation and pickling:

(1)  Passivation and pickling are acid treatments applied to the surface of stainless steel tanks to aid the formation of a continuous passive chromium oxide film. The surfaces of stainless steel tanks are to be regularly checked, generally using a palladium chloride test, for an intact passive film.

(2)  Passivation is removal of contaminants from the surface of stainless steel. The most common treatment is nitric acid solution, although care is to be exercised in selecting the treatment to ensure that the contaminant is adequately targeted.

(3)  Pickling is the removal of scale and oxide layers on the surface of the tank, generally the result of heating the metal through welding or other heat treatments, by the application of nitric or hydrofluoric acid, although other specialised applications exist. The application restores the chromium oxide film.

(4)     It is essential that the passivation or pickling acid is thoroughly removed after the process is completed. Residual hydrofluoric acid will initiate pitting corrosion.

8.3.1.8.9 To check that portable tapes are calibrated in accordance with manufacturer’s recommendations and valid certificates of calibration are provided for each instrument.

8.3.1.9.1To check the cargo compatibility chart provided onboard the ship.

8.3.1.9.2 To check the emergency procedures to prevent leakage, spillage or fire involving the cargo onboard the ship.

8.3.1.9.3 To check that the regular monitoring records of oxygen and hydrocarbon contents between interbarrier spaces are satisfactory.

             Cargo tanks and interbarrier spaces are to be provided with a permanently installed gas detection system capable of measuring gas concentrations of 0% to 100% by volume. Alarms are to be activated when the vapour concentration reaches the equivalent of 30% of the lower flammable limit in air or such other limit as may be approved by the Administration. Records are to be kept to demonstrate the levels and any apparent trends or changes in level.

8.3.1.9.4 To check the testing records of the emergency shutdown (ESD) system of the cargo system onboard the ship.

             Correct operation of the ESD activation must be tested prior to every cargo transfer. It is not acceptable that the only activation point is operated from the Cargo Control Room. Each of the ESD positions must be operated at least once every 12 months and a policy must be in place for each of the ESDs to be operated in rotation prior to every cargo transfer.

8.3.1.9.5 To check the guidelines on overriding alarms and ESD trips of cargo system onboard the ship.

(1)  If the high level and/or high high level shut-down systems can be overridden by a key switch, there is to be a written procedure detailing under what circumstances and by whom the system may be overridden. Notes: The system is only to be overridden in exceptional circumstances, such as if the tank has been overfilled and it is necessary to by-pass the overflow control system to discharge the tank. Such systems are occasionally over-ridden at sea during reliquefaction.

(2)  All manifold valves and tank filling valves, if they form part of the emergency shutdown system, are to be tested and timed to close within 30 seconds.

.1  Emergency shutdown valves in liquid piping are to fully close under all service conditions within 30 seconds of actuation. Information about the closing time of the valves and their operating characteristics are to be available onboard and the closing time is to be verifiable and reproducible. Such valves are to close smoothly.

 .2  Cargo pumps and compressors are to be arranged to shutdown automatically if the emergency shutdown valves are closed by the emergency shutdown system.

.3  The emergency shutdown valve at the manifold may be located either inboard or outboard of the hand operated manifold valve.

 .4  If cargo tank valves are not part of the ESD their closing times are not controlled by the requirements of the ESD.

(3)  The control system for all required emergency shutdown valves is to be so arranged that all such valves may be operated by single controls situated in at least two remote locations on the ship. One of these locations is to be in the control position or cargo control room.

(4)  For ships in compliance with GC Codes, the valves of cargo tanks may be part of the ESD while for ships in compliance with IGC Codes, the valves are not. However, the valves are to be shut down automatically when the high level alarm activates.

(5)  One remotely operated emergency shutdown valve is to be provided at each cargo hose connection in use.

8.3.1.9.6 If the cargo is required to be inhibited, check the related information is available and provided onboard the ship.

Care is to be taken to ensure that the cargo is sufficiently inhibited to prevent polymerisation at all times during the voyage. Ships are to be provided with a certificate from the manufacturer stating:

l  Name and amount of inhibitor added;

l  Date inhibitor was added and the normally expected duration of its effectiveness;

l  Any temperature limitations affecting the inhibitor;

l  The action to be taken should the length of the voyage exceed the effective lifetime of the inhibitors.

Notes: The products which are required to be inhibited are identified in column l of Chapter 19. They are Butadiene, Isoprene, Vinyl ethyl ether and Vinylidene chloride. Products required to be inhibited are to be refused if an inhibitor certificate is not available. Vinyl chloride may be inhibited. The control of the oxygen content in the vapour space whether inhibited or not is important.

8.3.1.9.7 To check the means of isolation for mutually incompatible cargoes onboard the ship.

8.3.1.9.8 To check the certificate of cargo stabilizers or inhibitors provided onboard the ship.

8.3.1.9.9 To check the cargo handling plan of the LPG carrier with a detailed sequence of cargo and ballast transfer:

The cargo handling plan of a LPG carrier is different from that of an oil or chemical tanker. Risk assessment is to be carried out for the plan which is to include cargo, cargo operations and ballast operations. The related operations are to be recorded in the ship’s log. The stowage plan is to be signed by officers in charge to indicate their understanding of it.

(1) The cargo handling plan of the LPG carrier is to cover all stages of the transfer operations, namely:

.1      Quantity and grade of each parcel;

.2      Density, temperature and other relevant properties, including the reference temperature which determines the filling limits;

 .3      A plan of the distribution, quantities, innages, lines and pumps to be used;

 .4      Transfer rates and maximum allowable pressures;

 .5      Critical stages of the operation;

  .6      Notice of rate change;

 .7      Stability and stress information;

 .8      Drafts and trims;

 .9      Emergency stop procedures;

 .10   Action to be taken in the event of a spill;

.11    Flammability and toxicity with references to cargo data sheets;

.12    Ballast operations;

.13    Protective equipment requirements; and;

.14   Hazards of the particular cargoes;

     And also, as required or applicable:

 .15  Cargo pollution category;

.16   Cooling requirements including rates of cool-down;

.17   Use of the cargo heater and vapouriser;

.18   Heel requirements after discharge;

.19   Under keel clearance limitations;

.20   Bunkering; and

.21   Special precautions required for the particular operation.

(2)   Officers are to be able to demonstrate a basic knowledge of the carriage requirements for the cargoes on board and LPG in general:

.1      Shipboard operations and cargo handling;

.2      The IGC, GC and EGC Codes, where applicable;

 .3      SIGTTO and ICS Guides;

.4      Cargo reliquefaction procedures;

.5      Cargo tank environmental control procedures when gas freeing and gassing up;

.6      Hazards associated with thermal loads, particularly when cooling down;

.7      The minimum cargo temperature;

.8      Requirements for medical treatment following exposure to hazardous cargoes;

.9      Spill response;

.10   Communication procedures with shore;

.11   Emergency stop procedures, including which systems are affected by ESD activation.

     And, as required:

.12   The meaning of Category X, Y, Z and OS cargoes;

.13   Precautions for reactive and self-reactive cargoes;

.14  Limitations when loading high density cargoes;

.15   Effects of sloshing loads;

.16   Hazards associated with toxic cargoes.

(3)   The chief officer is to be familiar with the term “reference temperature”.

     Reference temperature means:

l The temperature corresponding to the vapour pressure of the cargo at the set pressure of the pressure relief valves when no cargo vapour pressure/temperature control is provided;

l The temperature of the cargo upon termination loading, during transportation, or at unloading, whichever is the greatest, when a cargo vapour pressure/temperature control is provided.

(4)   For liquefied gas carriers:

l No cargo tanks are to be more than 98% liquid full at the reference temperature.

l The Administration may allow a higher filling limit than the limit of 98% at the reference temperature, taking into account the shape of the tank, arrangements of pressure relief valves, accuracy of level and temperature gauging and the difference between the loading temperature and the temperature corresponding to the vapour pressure of the cargo at the set pressure relief valves.

The maximum allowable loading limits for each cargo tank are to be indicated for each product which may be carried, for each loading temperature which may be applied and for the applicable maximum reference temperature, on a list to be approved by the Administration. Pressures at which the relief valves, including those valves fitted in accordance with IGC 8.3, have been set are also to be stated on the list. A copy of the list is to be permanently kept on board by the master.

8.3.1.9.10 The testing certificate of safety relief valves are to be provided onboard the ship. The test certificates are carried onboard the ship and the officers are aware of their settings:

During the inspection, it is to be noted that:

(1)  Pressure relief valves are to be set and sealed by a competent authority acceptable to the Administration and a record of this action, including the values of set pressure, is to be retained on board the ship.

(2)  In the case of cargo tanks permitted to have more than one relief valve setting this may be accomplished by:

l  Installing two or more properly set and sealed valves and providing means as necessary for isolating the valves not in use from the cargo tank; or

l  Installing relief valves whose settings may be changed by the insertion of previously approved spacer pieces or alternative springs or by other similar means not requiring pressure testing to verify the new set pressure. All other valve adjustments are to be sealed.

(3)  Ascertaining that the officers responsible clearly understand the procedures to be followed for changing settings. The changing of the set pressure is to be carried out under the supervision of the master in accordance with procedures approved by the Administration and specified in the ship’s operating manual. Terminal requirements must also be taken into account when settings are changed. Ascertain that the pressure settings in use are correct for the cargoes on board. Changes in set pressures are to be recorded in the ship’s log.

8.3.1.9.11 A Procedures and Arrangements (P&A) Manual is to be available where dual code (IBC and IGC) cargoes are carried:

  Requirements for the P&A Manual:

A P&A Manual is required only if dual code cargoes are carried and where there is an IOPPC NLS Certificate. The format of a P&A Manual is different from that of the Appendix to the Certificate of Fitness. The Manual includes information on the mixture (the percentage of the cargo in the water) and materials on whether the tank that has carried the cargo is suitable to be washed by venting. The Certificate of Fitness contains conditions for carrying the cargo.

8.3.1.9.12 Principles of cargo pump and booster pumps and cargo heaters are to be provided for officers onboard the ship:

Basic knowledge of cargo and booster pumps and cargo heaters:

It is to be understood the higher manifold pressures are involved when operating deepwell pumps in series with booster pumps. The pumps usually have significantly different capacities and the total flow may have to be regulated on the booster pump outlet to prevent this pump from running dry. The cargo heater, if used, will increase the line pressure even further. The responsible officers are to have a good working knowledge of the safety systems installed to protect the heater - for example to prevent freezing and tube failure when sea-water is the heating medium. The total outlet pressure from the deepwell/booster/heater unit may exceed the rating of normal refrigerated lines and a special heater crossover may be required for this purpose.

8.3.1.9.13 The regular testing reports of the cargo tank pressure, temperature and level gauges:

(1)  The vapour space of each cargo tank is to be provided with a pressure gauge which is to incorporate an indicator in the cargo control position.

(2)  Each cargo tank is to be provided with at least two devices for indicating cargo temperatures, one placed at the bottom of the cargo tank and the second near the top of the tank below the highest allowable liquid level. The temperature indicating devices are to be marked to show the lowest temperature for which the cargo tank has been approved by the Administration.

(3)     Dates of testing and comparisons with secondary tank level gauges are to be reviewed and observations recorded in the event of significant discrepancies.

8.3.1.9.14 To check the regular inspection records of vent outlet protective devices or flame screens:

            (1)  Suitable protection screens are to be fitted on vent outlets to prevent the ingress of foreign objects.

            (2)  Cargo tank outlets are to be provided with readily renewable and effective flame screens or safety heads of an approved type when carrying a cargo referenced in column i of Chapter 19 - (Diethyl ether, Ethylene oxide-Propylene oxide mixtures with an E-o content of not more than 30%, Isoprene, Isopropylamine, Monoethylamine, Pentanes, Pentene, Propylene oxide, Vinyl ethyl ether and Vinylidene chloride). Due attention is to be paid in the design of flame screens and vent heads to the possibility of the blockage of these devices by the freezing of cargo vapour or by icing up in adverse weather conditions. Ordinary protection screens are to be fitted after the removal of flame screens.

8.3.1.9.15 To check the records of agitation and discharge of chemical dry powder:

              Records are to be maintained of the dates when the powder in the system cylinders was last agitated and of powder discharge. Powder is to be agitated, or fluffed, regularly to prevent compaction.

8.3.1.9.16 To inspect the records of the calibration of key cargo instrumentation, including temperature and pressure gauges.

            (1)  There are to be records of the regular checking and calibration of instrumentation, particularly cargo tank temperature and pressure gauges and reliquefaction plant instruments. Calibration is to be carried out preferably at intervals not exceeding 30 months.

            (2)  Calibration of instrumentation is often difficult whilst the vessel is in service and it is usually carried out during repair periods. However, comparisons between local and remote thermometer readings and cross checking with cargo vapour pressure (Form tables) provide a practical cross-reference, particularly for high purity cargoes such as Polymer Grade Propylene.

8.3.1.10.1 To check the emergency procedures to prevent leakage, spillage or fire involving the cargo onboard the ship.

8.3.1.10.2 To check that the regular monitoring records of oxygen and hydrocarbon contents between interbarrier spaces are satisfactory.

Cargo tanks and interbarrier spaces are to be provided with a permanently installed gas detection system capable of measuring gas concentrations of 0% to 100% by volume. Alarms are to be activated when the vapour concentration reaches the equivalent of 30% of the lower flammable limit in air or such other limit as may be approved by the Administration. Records are to be kept to demonstrate the levels and any apparent trends or changes in level.

Note: 30% LEL is approximately the equivalent of 1.5% by volume.

8.3.1.10.3 To check the testing records of the emergency shutdown (ESD) system of the cargo system onboard the ship.

            Correct operation of the ESD activation must be tested prior to every cargo transfer. It is not acceptable that the only activation point is operated from the Cargo Control Room. Each of the ESD positions must be operated at least once every 12 months and a policy must be in place for each of the ESDs to be operated in rotation prior to every cargo transfer.

8.3.1.10.4 To check the guidelines on overriding alarms and ESD trips of cargo system onboard the ship.

(1)  If the high level and/or high high level shut-down systems can be overridden by a key switch, there is to be a written procedure detailing under what circumstances and by whom the system may be overridden. Notes: The system is only to be overridden in exceptional circumstances, such as if the tank has been overfilled and it is necessary to by-pass the overflow control system to discharge the tank. Such systems are occasionally over-ridden at sea during reliquefaction.

(2)  All manifold valves and tank filling valves, if they form part of the emergency shutdown system, are to be tested and timed to close within 30 seconds.

 .1  Emergency shutdown valves in liquid piping are to fully close under all service conditions within 30 seconds of actuation. Information about the closing time of the valves and their operating characteristics are to be available onboard and the closing time is to be verifiable and reproducible. Such valves are to close smoothly.

 .2  Cargo pumps and compressors are to be arranged to shutdown automatically if the emergency shutdown valves are closed by the emergency shutdown system.

 .3  The emergency shutdown valve at the manifold may be located either inboard or outboard of the hand operated manifold valve.

 .4  If cargo tank valves are not part of the ESD their closing times are not controlled by the requirements of the ESD.

(3)  The control system for all required emergency shutdown valves is to be so arranged that all such valves may be operated by single controls situated in at least two remote locations on the ship. One of these locations is to be in the control position or cargo control room.

(4)  In the event of a loss of power or communication, the emergency shut-down system is to be of the fail-closed (closed on loss of power) type and be capable of local manual closing operation.

(5)  The emergency shutdown valve at the manifold may be located either inside or outside the hand operated manifold valve.

(6)  For ships in compliance with GC Codes, the valves of cargo tanks may be part of the ESD while for ships in compliance with IGC Codes, the valves are not. However, the valves are to be shut down automatically when the high level alarm activates.

(7)  One remotely operated emergency shutdown valve is to be provided at each cargo hose connection in use.

8.3.1.10.5 To check the cargo handling plan of the LNG carrier with a detailed sequence of cargo and ballast transfer:

            The cargo operation plan of a LNG carrier is different from that of an oil or chemical tanker or LPG carrier. Risk assessment is to be carried out for the plan which is to include cargo, cargo operations and ballast operations. The related operations are to be recorded in the ship’s log. The distribution plan is to be signed by officers in charge to indicate their understanding of it.

             (1)  The cargo handling plan of the LNG carrier is to cover all stages of the transfer operations, namely:

              .1  Cargo temperature and other relevant conditions, including the filling limits;

              .2  A plan of the distribution, quantities, innages, lines and pumps to be used;

              .3  Transfer rates and maximum allowable pressures;

              .4  Critical stages of the operation;

              .5  Notice of rate change;

              .6  Stability and stress information;

              .7  Drafts and trims;

              .8  Emergency stop procedures;

              .9  Action to be taken in the event of a spill;

              .10 Flammability and toxicity with references to cargo data sheets;

              .11 Ballast operations;

              .12 Protective equipment requirements;

              .13 Hazards of the cargo.

              .14 Cooling requirements including rates of cool-down;

             .15 Use of the cargo heater or vapouriser;

              .16 Heel requirements after discharge;

              .17 Under keel clearance limitations;

              .18 Bunkering; and

              .19 Special precautions required for the particular operation.

             (2)  Officers are to be able to demonstrate a basic knowledge of the carriage requirements for the cargoes on board and LNG in general:

               .1  Shipboard operations and cargo handling;

              .2  Gas combustion systems;

              .3  The IGC, GC and EGC Codes, where applicable;

              .4  SIGTTO and ICS Guides;

              .5  Cargo reliquefaction procedures, if applicable;

              .6  Cargo tank environmental control procedures when gas freeing and gassing up;

              .7  Hazards associated with thermal loads, particularly when cooling down;

              .8  The minimum cargo temperature;

              .9  Requirements for medical treatment following exposure to LNG;

              .10 Spill response;

              .11 Communication procedures with shore;

              .12 Emergency stop procedures, including which systems are affected by ESD activation; and

            .13 Effects of sloshing loads.

8.3.1.10.6 The testing certificates of safety relief valves are to be provided onboard the ship. The test certificates are carried onboard the ship and the officers are aware of their settings:

During the inspection, it is to be noted that:

            (1)  Pressure relief valves are to be set and sealed by a competent authority acceptable to the Administration and a record of this action, including the values of set pressure, is to be retained on board the ship.

            (2)  In the case of cargo tanks permitted to have more than one relief valve setting this may be accomplished by:

l               Installing two or more properly set and sealed valves and providing means as necessary for isolating the valves not in use from the cargo tank; or

l               Installing relief valves whose settings may be changed by the insertion of previously approved spacer pieces or alternative springs or by other similar means not requiring pressure testing to verify the new set pressure. All other valve adjustments are to be sealed.

            (3)  Ascertaining that the officers responsible clearly understand the procedures to be followed for changing settings. The changing of the set pressure is to be carried out under the supervision of the master in accordance with procedures approved by the Administration and specified in the ship’s operating manual. Terminal requirements must also be taken into account when settings are changed. Ascertain that the pressure settings in use are correct for the cargoes on board. Changes in set pressures are to be recorded in the ship’s log.

8.3.1.10.7 The regular testing reports of the cargo tank pressure, temperature and level gauges:

            (1)  The vapour space of each cargo tank is to be provided with a pressure gauge which is to incorporate an indicator in the cargo control position.

            (2)  Each cargo tank is to be provided with at least two devices for indicating cargo temperatures, one placed at the bottom of the cargo tank and the second near the top of the tank below the highest allowable liquid level. The temperature indicating devices are to be marked to show the lowest temperature for which the cargo tank has been approved by the Administration.

            (3)  Dates of testing and comparisons with secondary tank level gauges are to be reviewed and observations recorded in the event of significant discrepancies.

8.3.1.10.8 To check the regular inspection records of vent outlet protective or flame screens

            (1)  Suitable protection screens are to be fitted on vent outlets to prevent the ingress of foreign objects.

8.3.1.10.9 To check the records of agitation and discharge of chemical dry powder:

             Records are to be maintained of the dates when the powder in the system cylinders was last agitated and of powder discharge. Powder is to be agitated, or fluffed, regularly to prevent compaction.

8.3.1.10.10 To check the records of the calibration of key cargo instrumentation, including temperature and pressure gauges.

(1)  There are to be records of the regular checking and calibration of instrumentation, particularly cargo tank temperature and pressure gauges and reliquefaction plant instruments. Calibration is to be carried out preferably at intervals not exceeding 30 months.

(2)  Calibration of instrumentation is often difficult whilst the vessel is in service and it is usually carried out during repair periods. However, comparisons between local and remote thermometer readings and cross checking with cargo vapour pressure (from tables) provide a practical cross-reference, particularly for high purity cargoes such as Polymer Grade Propylene.

8.3.1.10.11 For ships fitted with reliquefaction and gas burning systems, check that the test results of gas detection system in machinery spaces have been recorded in the Record Book.

8.3.1.11.1 Inspecting the valid product certificates and documents of all windlass and chain stoppers:

             During the survey, pay attention to the following requirements for bow chain stoppers:

The ship is to hold a copy of the manufacturer’s type-approval certificate for the bow chain stopper(s) confirming that the bow chain stopper(s) are constructed in strict compliance with a recognized standard that specifies SWL, yield strength and safety factors. The ships are also to hold a certificate attesting to the strength of the bow chain stopper(s) foundations and associated ship supporting structure substantiated by detailed engineering analysis or calculation. Bow chain stoppers, associated foundation and supporting structure are to be subject to periodic survey, at least once every 5 years, and maintained in good order. Bow chain stoppers are to be permanently marked with their SWL and appropriate serial number so that certificates can be easily cross referenced.

8.3.1.11.2 The certificates for mooring wires.

Checking the test certificates for mooring lines, Mandel/Tonsberg shackles and synthetic tails.

(1)  The certificate may be issued by a classification society, or be the Certificate of Merchandise produced by the manufacturer.

(2)  Synthetic tails (pendants) for mooring wires are to be replaced at least every 18 months unless experience, hours in use coupled with inspection by inspectors professionally trained with skilful assessment methods indicates a longer or shorter period is warranted.

    Notes: The 18 month period mentioned above is based upon the actual time in use on an average ship in average trade. The important factor is that an inspection/assessment programme is in place (with records). The inspectors are to use professionally trained skills to assess the conditions of the mooring lines.

(3)     Checking the inspection/assessment procedures and relevant records of forward and after mooring ropes onboard the ship

8.3.1.11.3 A file showing the locations of the winches is to be maintained onboard the ship. The file is to show clearly to which winch each particular mooring line has been fitted.

8.3.1.11.4 Test certificates and inspection reports of mooring lines and wires.

             The certificates and reports may be issued by a classification society, or be the Certificate issued by the manufacturer.

8.3.1.11.5 To check product certificates of winches.

8.3.1.11.6 The testing reports of winch brakes holding load carried onboard the ship.

(1)  Generally the brake holding loads of mooring winches are tested in accordance with the instructions. The test is carried out by the crew or the competent unit once every year, or be repeated after the assessment when deemed necessary by the crew, or be carried out after the brake band is changed.

(2)  Test requirements:

   Since brakes may deteriorate in service, it is recommended that new equipment be designed to hold 80% of the line’s minimum breaking load, but have the capability to be adjusted down to 60%.

8.3.1.11.7 To check the certificates and documents of single point mooring (SPM) equipment, such as SPM winches, bow chain stoppers, pedestal rollers, fairleads and chafe chains.

8.3.1.11.8 Emergency towing procedure

The requirement for emergency towing arrangements applies to oil, chemical and gas tankers over 20,000 tdw.

(1) For tankers constructed before 1 July 2002:

1.  The design and construction of emergency towing arrangements are to be approved by the Administration, based on the guidelines developed by the Organisation (MSC.35);

2. The aft emergency towing arrangement is to be pre-rigged and capable of being deployed in a controlled manner in harbour conditions by one person within 15 minutes;

3. The pick-up gear for the aft towing pennant is to be designed at least for manual operation by one person taking into account the absence of power and the potential for adverse environmental conditions that may prevail during such emergency towing operations. The pick-up gear is to be protected against the weather and other adverse conditions that may prevail;

4. The forward emergency towing arrangement is to be capable of being deployed in harbour conditions in not more than one hour. (It is unlikely that a length of chain could be retrieved within the time limit if it is stored in the foc’s’le space);

5. Forward emergency towing arrangements which comply with the requirements for aft emergency towing arrangements may be accepted;

6. All emergency towing arrangements are to be clearly marked to facilitate safe and effective use even in darkness and poor visibility;

7. All emergency towing components are to be inspected by ship personnel at regular intervals and maintained in good working order. (MSC.35(63))

(2)  For tankers constructed on or after 1 July 2002:

       .1  The arrangements are, at all times, to be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing ship. At least one of the emergency towing arrangements is to be pre-rigged ready for rapid deployment; and,

       .2  Emergency towing arrangements at both ends are to be of adequate strength taking into account the size and deadweight of the ship and the expected forces during bad weather conditions.

(3)  For ships constructed after 1 Jan 2010 and existing ships not later than 1 Jan 2012:

       Ships are to be provided with a ship-specific emergency towing procedure. Such a procedure is to be carried aboard the ship for use in emergency situations and is to be based on existing arrangements and equipment available on board the ship.

       The procedure is to include:

       .1  drawings of fore and aft deck showing possible emergency towing arrangements;

       .2  inventory of equipment on board that can be used for emergency towing;

       .3  means and methods of communication; and

       .4  sample procedures to facilitate the preparation for and conducting of emergency towing operations.”

(4)     Ships are to have on board three copies of a ship specific of an Emergency Towing Booklets (ETB). Copies of the ETB are to be located on the Bridge, Forecastle space and Ship’s office or Cargo Control room. The ETB is to contain procedures, diagrams etc as set out in MSC.1/ Circ 1255.

8.3.1.11.10 Emergency tow-off pennant systems (ETOPS):

(1)  It is generally recognized that injuries have occurred continuously to vessel personnel deploying and recovering ETOPS. OCIMF began to research on the effectiveness of ETOPS in 2002. The research indicates that there is no documented use of ETOPS from 1967. Some 1700 vessel personnel, experienced and young, have been injured in the handling ETOPS (fire wires). This contributed to the unanimous agreement that Lloyd’s Register (LR) carried out risk assessment prior to 2007 or in 2007, using an equivalent steel wire rope of synthetic fibre construction. The conclusion of ETOPS risk assessment led by LR was soon accepted by OCIMF. Refer to the OCIMF document: Lloyd’s Register Risk Assessment of Emergency Tow-off Pennant Systems (ETOPS) Onboard Tank Vessels (1^st edition, 2009).

(2)  For ships not deploying ETOPS, the Master is to be reminded that some terminals require ETOPS. In this case, ETOPS is to be rigged in accordance with the requirements of the terminals or the recommendations of ISGOTT 26.5.5.1.

8.3.1.11.11 The safety management system operating on board the ship is to identify the risks of mooring operations and include safety precautions to guard against the risks. For example, when the winch is operating, the crew are to know the snap-back zones and these zones are to be clearly marked on the deck.

8.3.1.12.1To check the regular testing report and sample analysis reports of fuel, lubricating and hydraulic oil.

(1)  Bunkering is to be documented every time or at least once every quarter, depending on the specifications of companies’ SMC documents which may vary from company to company. In addition to test reports of oil suppliers, those of a third party are also required.

(2)     The interval of Lub. oil analysis reports depends on the specifications of companies’ SMC documents, but the interval recommended by Lub. oil test organization is also to be considered. Generally speaking, Lub. oil test reports are to include lub oil for the main engine, stern tube, auxiliary system and hydraulic oil for the hydraulic system, hydraulic crane, and hydraulic valve system for the pipelines.

8.3.1.12.2 To check the instructions of bunkering or the planning of bunkering operations.

(1)  During the inspection, it is to be noted that planning of bunkering operations is to include the following:

       .1  Determining that there is adequate space for the volume of bunkers to be loaded;

       .2  Specific procedures for storage and separation of different grades/sulphur content of bunkers.

       .3  The maximum filling volume;

       .4  Controls for the setting of bunker system valves;

       .5   Determining loading rates for the start of loading, bulk loading and topping off;

       .6   Arrangements of bunker tank ventilation;

       .7   Internal tank overflow arrangements;

       .8   Verification of gauging system operation and accuracy;

       .9   Alarm settings on overfill alarm units;

      .10 Communication with the terminal to establish when bunkering can be undertaken;

       .11 Methods of managing the handling of bunkers which have or may have a H₂S or benzene content and testing procedures for determining the presence of hydrocarbon or H₂S or benzene vapours;

       .12 Method of determining the temperature of the bunkers during loading;

       .13 Communications procedure for the operation, including emergency stop;

       .14 Changing over tanks during loading;

       .15 Containment arrangements and cleanup equipment to be available;

       .16 Manning requirement to execute the operation safely.

Ship’s personnel are always to be alert to the possible presence of H₂S or benzene in bunker fuel.

8.3.1.12.3 To check the comprehensive and up-to-date inventory of spare parts onboard the ship.

8.3.1.12.4To check the engineer’s call alarm and regular testing records of call-up devices in conjunction with the Planned Maintenance System.

8.3.1.12.5 To confirm that emergency equipment is regularly tested and the related records are maintained in conjunction with the Planned Maintenance System.

(1) Emergency equipment will include, where fitted, the emergency fire pump, main fire and foam pumps, emergency air compressor, emergency generator, emergency generator switchboard, emergency steering, quick closing valve, emergency stops, engineers alarms and bilge ejectors.

(2)  Testing of the emergency generator is to be carried out under load, but to do this may require the vessel to be blacked out. This testing is not to be conducted during a surveyor inspection. Inspectors must establish that the operator has a requirement for this test and determine from records that it is carried out at least annually.

(3)  Where fitted, the emergency air compressor is to be regularly tested to the starting pressure of the diesel generator. The emergency air reservoir is to be permanently maintained at the required pressure.

8.3.1.12.6 To check the insulation resistance records of electrical equipment. The insulation resistance of electrical equipment is to be over 5 megohm.

            During the inspection, it is to be noted that:

            (1)  The insulation resistance is not to be measured during cargo loading.

            (2)  Class rules require a minimum insulation resistance of 1 megohm (1 million ohms). Oil companies suggest that a much higher standard, as near to infinity as possible, but not less than 5 megohms, are to be aimed for.

8.3.1.12.7 To check that the electrical equipment in gas-hazardous areas onboard the ship has been inspected by a recognized organization and related reports and documents of the inspection are carried onboard the ship.

8.3.1.12.8 To inspect the restart procedure for critical equipment onboard the ship:

A written procedure is to be readily available within the engine room which is to be specific to the particular ship in order to identify relevant controls. The procedure is to include the following guidance, where applicable, on how to:

(1)  Regaining power from the emergency to the main switchboard;

(2)  Charging the air receivers for the main diesel generators in order to provide electrical power to all auxiliaries (fuel and lubricating oil pumps and the boiler supply);

(3)  Restarting all auxiliaries;

(4)  Restarting the main engine and boiler.

8.3.2.1  Controlling hours of work to minimize fatigue:

(1)  Whether the International Convention on Training, Certification and Watchkeeping for Seafarers (STCW) and flag Administration’s regulations that control hours of work to minimise fatigue are being followed:

  .1  All persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch are to be provided a minimum of 10 hours rest in any 24-hour period. The hours of rest may be divided into no more than two periods, one of which is to be at least 6 hours in length.

 .2  The requirements for rest periods need not be maintained in the case of an emergency or drill, or in other overriding conditions. “Overriding operational conditions” are defined as to mean only essential shipboard work which cannot be delayed for safety or environmental reasons, or which could not have been reasonably anticipated at the commencement of the voyage.

 .3  Notwithstanding the above, the minimum period of 10 hours may be reduced to not less than 6 consecutive hours provided that any such reduction is not to extend beyond 2 days and not less than 70 hours of rest are provided in each 7-day period.

 .4  The 2006 Maritime Labour Convention (MLC) which is expected to come into force in 2011, sets out requirements relating to working hours and hours of rest for seafarers other than watchkeepers. At the flag Administration’s option, these may be calculated under two formulas, relating either to Hours of Work or Hours of Rest. The resulting stipulated minimum hours of rest are not the same.

 .5  Inspectors must therefore ascertain under which formula the vessel is obliged to comply, to confirm that the mandatory hours of rest, or hours or work are being observed

  Under the Hours of Work calculation, a seafarer must have at least 96 hours rest per week. Under the Hours of Rest calculation, a seafarer must have at least 77 hours rest per week.

(2)  Compliance with the mandatory STCW and the flag State’s work or rest requirements must ascertained for all senior officers. For junior officers and other personnel, these must be checked on a random basis. Hours of Rest for watchkeepers are controlled under the requirements of the STCW Code Part A VIII/1. In the case of non-watchkeepers, the requirements are set out in MLC 2006.

(3)  Rest/Work records must be reviewed against these and checked against actual operations related to additional watchkeeping duties associated with weather, traffic density or pilotage, mooring/unmooring or operations. Evidence of additional duties may be found in Log Books, Cargo Order Books, Oil Record Books, Cargo/Ballast Transfer Records, Planned Machinery Maintenance Logs, Enclosed Space Entry or Hot Work Permits, or timesheets for Tank Cleaning Operations. Record all irregularities as Observations.

8.3.2.2   Where the vessel carries chemicals, check the programme and documents of regular and appropriate medical examinations and blood tests for personnel onboard the ship.

8.3.2.3  To check the Drug (narcotic and psychotropic drugs) and Alcohol policy onboard the ship. The policy is to meet OCIMF guidelines.

8.3.2.4  Requirements for officer qualification and experience:

             In accordance with the requirements of STCW, safety operations of the ship are to be carried out by some qualified and experienced officers implementing the company’s safety management system. Consequently, officers operating the ship are to be fully experienced and familiar with the company’s procedures. Some oil companies have special requirements for officer qualification and experience. For example, EXXONMOBIL has a table of the officer qualification, experience and combined requirements and the table must be complied with in the survey:

For vessel(s) less than (<) 16k DWT, where there is a reduction in the number of engineers on board the vessel:

8.3.3.1 Materials of construction and equipment

8.3.3.1.1 Use of construction material

(1) Structural materials used for tank construction, together with associated piping, pumps, valves, vents and their coupling flange, are to be suitable at the temperature and pressure for the cargo to be carried in accordance with recognized standards. Steel is assumed to be the normal material of construction. (§3.1.1)

Vessel cargo and bunker manifolds and associated valves, reducers and spool pieces are to be fabricated of steel or ductile material. Grey cast iron and aluminium are not recommended. (§3.1.11)

(2)    If the use of high tensile steel for tanker structure is more than 30% of the weight of the vessel, structural analysis and fatigue analysis reports have been submitted to CCS for approval. (§3.1.6)

8.3.3.1.2 Use of cathodic protection

(1)  Magnesium anodes must not be fitted in tanks where flammable gases can be present. (ISGOTT 4.7)

(2)  Aluminium anodes for cathodic protection are not to be used in cargo tanks. It is recommended that cathodic protection of spaces and ballast tanks adjacent to cargo tanks not use aluminium and aluminium alloy as far as possible. (§3.1.3)

  EXXONMOBIL requirements on the use of aluminium and aluminium alloy anodes in spaces and ballast tanks adjacent to cargo tanks:

 .1  Aluminium anodes are not to be installed higher than 1.8 m, or a position that may cause an impact energy greater than 20 kgf-m in the event of a fall.

 .2  If the cathodic protection (anodes) is installed higher than a position that may cause an impact energy greater than 20kgf-m in the event of a fall, protective measures are to be taken to prevent the anodes from falling from directly overhead and becoming a source of ignition.

(2)     Preventing the anodes from falling directly overhead and becoming a source of ignition. (§3.1.4)

(3)     If alloys are used for anodes, then they must contain no more than those specified in the Guidelines. (§3.1.5) Refer to U.S.CFD 3501-25(b) (4):

.1    0.02% magnesium;

.2    0.01% silicone.

(4)     The corrosion amount of anodes is to be checked.

8.3.3.1.3 Restrictions on the use of aluminium and aluminium alloy

(1)  The use of coatings containing aluminium is prohibited in cargo and adjacent areas, e.g. cargo tanks, cargo tank deck area, pump rooms, cofferdams or any other area where cargo vapour may accumulate. (§3.1.8)

(2)  Aluminium or aluminium alloys are not to be used as the member of structure and equipment in the cargo area. (§3.1.9)

(3)  The undersides of aluminium gangways and other heavy portable aluminium structures are protected with a hard plastic or wooden strip. (ISGOTT 4.6)

8.3.3.1.4 For vessels that may carry aviation fuels, the cargo tank structure and cargo handling equipment are to be free of copper, zinc, cadmium and their alloys. (§3.1.10)

8.3.3.1.5 For vessels engaged in carrying chemicals or clean products, tanks must either be stainless steel or be fully coated with a coating suitable for products intended to be carried. A record of cargo tank coating condition is to be maintained on board showing the status of the coating condition in each tank.

8.3.3.1.6 Whether sufficient means of heating are fitted in cargo spaces and fit for the conditions required for the cargo being carried. (§3.1.12-3.1.14)

8.3.3.2.1 Structural arrangement

            (1)  For double hull oil tanker, whether a continuous longitudinal bulkhead is fitted in the cargo tank in addition to the longitudinal bulkheads forming boundaries of the cargo tank. (§3.2.1)

            (2)  The vessels, especially large vessels, are to be capable of handling at least 2 grades of cargo. (§3.2.2)

            (3)  Tank is capable for cargoes of at least three different grades (by EXXON). (§3.2.2)

            (4)  Ship’s side can be visible from the bridge wings. Bridge wings are to be stretched out to the maximum beam of the ship. (§3.2.4)

8.3.3.2.2 Use of coatings

            (1)  Hard coatings are to be used in ballast tanks. (§3.2.5)

            (2)     The bottom plating of all cargo tanks are to be protected by a hard coating. (§3.1.2)

8.3.3.2.3 A slop tank, which may be used for carrying cargo or dry crude oil used for crude oil washing, is to be considered as a cargo tank, and is to be fitted with heating system, IGS system, COW system etc. (§3.2.13)

8.3.3.2.4 Cargo tank boundaries

            (1)  For tankers carrying cargo the operating temperature of which is 80℃ and over, the cargo tank boundaries are not to be in contact with the seawater. (§3.2.14)

            (2)  For tankers carrying cargo the operating temperature of which is below 0℃, the cargo tank boundaries are to be protected by insulation linings. (§3.2.15)

8.3.3.2.5 To check that there are no obvious deficiencies on the hull, weather decks and the superstructure and the coatings are in good condition.

8.3.3.2.6 To check the arrangements and provisions of the sample locker:

The sample locker is to be situated within the main cargo area, suitably constructed to prevent breakages and adequately ventilated.

(1)     Samples which have to be kept on board are to be stowed in a designated space situated in the cargo area, or, exceptionally, elsewhere, subject to the approval of the Administration.

(2)     If the locker contains flammable liquids, the SOLAS fire extinguishing arrangements are required.

(3)     the cargo sample locker is to be suitably constructed to prevent breakages:

The stowage space is to be:

.1        Cell divided in order to avoid shifting of the bottles at sea;

.2        Made of material fully resistant to the different liquids intended to be stowed;

.3        Equipped with adequate ventilation arrangements.

.4        Samples which react with each other dangerously are not to be stowed close to each other.

 .5       Samples are not to be retained on board longer than necessary.

The cargo sample locker is to be adequately ventilated, but mechanical ventilation is not required.

8.3.3.3.1 Arrangement of cargo manifolds

(1)  Cargo, fuel oil bunking and vapour return manifolds are to be arranged on weather decks. (§3.3.1)

(2)  Checking the manifold arrangements and dimensional limitations according to the approved drawings or the Guidelines of Oil Organizations for Structure and Equipment of Tanker of this society. Details are as following:

l  In no case is the centre of the cargo manifold arrangement to be located more than 3 m forward or aft of the mid-length. For this purpose, the ship’s length is to be taken as the length overall. (§3.2.7)

l  Checking the minimum spacing of the cargo manifold as measured centre to centre along the line of presentation flanges. (§3.3.2)

l  Checking the minimum spacing between the bunker presentation flanges and the nearest cargo manifold, as measured from centre to centre. (§3.3.3)

l  Checking the minimum spacing of the vapour manifolds, located forward or aft of the bunker lines, as measured from centre to centre from the bunker lines along the line of presentation flanges. (§3.3.4)

l  The length of distance pieces is to be adequate to ensure that a minimum of 200 mm is allowed between each flange and the manifold support structure, i.e., the length of the distance pieces is to be at least equal to the width of the manifold support structure plus 400 mm. (§3.3.5)

l  Reducers are normally to have a minimum overall length of 500 mm in order to allow sufficient space for operation. (§3.3.6)

l  The centres of the presentation flanges are to be located at least 700 mm above the horizontal projection of the top of the hose support at the ship’s side, and 900 mm above the working platform for handling cargo by means of cargo hoses or loading arms. The height of the centres of the presentation flanges above the deck is not to exceed 2,100 mm. (§3.3.8)

l  The designed loads of the cargo manifold supports, distance pieces and reducers are to meet the requirements of the plan. (§3.3.18)

l  The material, strength and structural details of cargo, bunker and vapour return manifold flanges, manifold valves, distance pieces and reducers are to be in compliance with the requirements of the approval plan. (§3.3.20-21)

l  The waterline to manifold height is not to exceed 24 m. Vessels with waterline to manifold heights below 23 m are strongly preferred. (§7.1.9)

l  During ship to ship transfer operations, the centre of the cargo manifold (flanges for cargo hose or loading arms) is to be forward of the mid-length of the ship (the ship’s length is to be taken as the length overall). (§3.2.9)

l  During ship to ship transfer operations, for ships of more than 60,000 DWT, the centre of manifold to the front bulkhead of navigation bridge is not to be less than 91 m. (§3.2.9)

l  During ship to ship transfer operations, the centre of the cargo manifold is to be so arranged that two closed fairleads for breast lines are to be located within 35 m forward and aft of the mid-length of the ship with associated twin sets of bollards and lead to winches. (§3.2.10)

l  The design load of all manifolds is to be permanently and clearly marked. (§8.2.2)

l  All manifolds or similar manifold arrangements on the deck are to be marked on each side of the ship. (§8.2.8)

8.3.3.3.2 The presentation flanges are to be “welded neck” flanges in order to provide a clear inner diameter for the insertion of alignment probes. If “slip on” flanges are fitted, the internal weld is to be ground flush to conform to the nominal bore specification outlined. (§3.3.12)

8.3.3.3.3 The application of blank flanges.

(1)  All unused piping on the deck is to be blanked by blank flanges at pipe ends. Where blank flange is impracticable for the end-blown of pipe with small diameter, it may be capped. (§3.3.13, 5.3.5)

(2)  The manifold blank flanges on deck are normally to be of an equivalent strength to that of the manifold pipe flanges. (§3.3.14)

(3)  Blank flanges are to be fitted with handles at ends for operators. (§3.3.15)

(4)  Where blank flanges are impracticable, 2 stop valves may be accepted and arrangements for bleeding air are to be provided in the pipelines between 2 stop valves. (§5.3.5)

8.3.3.3.4 Working platforms and safety means of access are to be provided below cargo hoses or above spill tank, for disconnecting cargo hoses or loading arms. The strength of the working platform is to be at least of 1 ton/m². (§3.3.16-17)

8.3.3.3.5 A horizontal curved plate or pipe section is to be fitted at the ship’s side and above the fairleads to support cargo hoses. (§3.3.10)

The hose supports are to comply with the following requirements: (§3.3.11)

(1)  The hose supports may be a horizontal curved plate or pipe section, with a minimum radius of curvature of:

 ① 150 mm for ships of 16,000-160,000 DWT; 

 ② 300 mm for ships above 160,000 DWT.

 (2)      The hose supports are to lie in the fore and aft axis at the ship’s sides and be at least 700 mm below the level of the centres of the presentation flanges.

  (3)  The hose supports are to be sized to cater for a minimum load of:

 ① 10 tonnes for ships of 16,000-60,000 DWT. Some oil companies require 15 tonnes;

 ② 20 tonnes for ships of 60,001-160,000 DWT;

 ③  25 tonnes for ships above 160,000 DWT.

8.3.3.3.6 To confirm the cargo control room is fitted with monitoring and recording instruments for displaying pressure level at loading manifolds.

8.3.3.4.1 Ventilation in cargo pump-rooms: arrangement details of cargo pump-room mechanical ventilation system are outlined in OCIMF publication — An Information Paper on Pump room Safety. (§3.4.13)

(1)  The ventilation system of cargo pump-rooms is to be of two extraction fans. If only one extraction fan is installed, arrangements must be provided to provide extraction in case of failure. (§3.4.3)

(2)  If cargo pump-rooms are provided with pressure blowers and extraction fans, the fan outlets are to be kept as distant as possible from the blower inlets in order to prevent the discharged air from being re-sucked into cargo pump-rooms. (§3.4.4)

(3)  Normal inlets of the mechanical ventilation system are to be located up to 800 mm – 1,000 mm above tank top. (§3.4.5)

(4)  Emergency inlets of the mechanical ventilation system are to be located up to 800 mm – 1,000 mm above floor plating. Emergency inlets are to be closed in normal conditions, and are to be opened from outside only in emergency conditions. (§3.4.5, 3.4.6)

       The dampers of such inlets are to be controlled from the top of pump rooms. Such inlets are provided so that the fans can be operational where the pump rooms are flooded. However, the  dampers of the high-level inlets are to be closed under normal cases,.

8.3.3.4.2 Interlocking of ventilation and lighting

             In order to prevent possible explosion due to accumulation of flammable vapours, some oil companies, such as STASCO, require that the ventilation is to have been in operation for 5 to 10 minutes before switching on the lighting in cargo pump-rooms to ensure safety access to pump rooms, as in 5 to 10 minutes, 2 to 6 air changes have been achieved. (§3.4.8)

8.3.3.4.3 Pump room bilge system is to be operated from outside of the room. (§3.4.9)

8.3.3.4.4 For vessels carrying toxic substances, toxic gas detectors such as for measuring H2S are to be fitted in cargo pump-rooms. (§3.4.12)

8.3.3.4.5 Arrangement of sea chest valves

(1)  Where sea chest valves connected to the cargo and sea water systems are fitted in the cargo pump room, means are to be provided to prevention of oil spillages through cargo pump room sea valves: (§5.5.5)

   1) Inspect the testing arrangement according to the approved plan.

   2) Fitted with testing procedures for pipes connecting cargo system and sea chest suction of sea water system in the cargo pump room

   3) Test and testing devices to prevention of oil spillages through cargo pump room sea valves are to be of sufficient height, normally above the passages in the bottom of the pump room (floor plate).

   4) Operational procedures for pump room sea valves are to be provided.

   5) Refer to ICS/OCIMF publication Prevention of Oil Spills through Cargo Pump Room Sea Valves for details.

  6) Sea valves connected to the cargo system are to be closed and bonded.

  7) Requirements for test and testing devices for leakage of sea chest valves are as follows. The tests are to be carried out in accordance with the company’s documented procedures and Planned Maintenance System.

  .1   It is recommended that a device be installed to monitor pressure build-up and determine liquid make-up in the section of the pipeline which lies between the inboard and outboard sea valves. Such a device would both provide an early indication of leakage through either valve during cargo handling operations and enable the leaking valve to be identified. During cargo operations pressure build-up in this line would be apparent from the gauge reading and would indicate that one of the valves was leaking.

  .2   Devices are to be positioned so that both readings and samples can be taken from a point far enough above the pump room lower platform level that there is no possibility of human exposure to gas concentrations which may accumulate below the floor plates.

  .3   The use of a pressure/vacuum gauge, rather than a pressure-only gauge, is preferable in that it will provide a reliable indication of a vacuum in the line prior to opening the sea valve for ballasting.

  .4   Care is to be taken that test pressures do not exceed 3.5.kg/cm².

  .5   Schematic arrangement for the test of compressed air in sea valve chest:

Arrangement of checking of leakage from pipes of cargo pumps and sea valves

(2)     Sea valves are to be located at both sides for cargo pump-rooms. If only one sea valve is fitted, this valve is not to be at the same side as the low level suction of the sea valve for machinery space. (§3.4.17)

8.3.3.4.6 Closing and lashing of overboard discharge valves:

(1)  Overboard discharge valves, such as ODME overboard discharge valves, are to be securely closed and lashed and may be sealed when not in use and warning against accidental operation is to be provided. (§5.5.6)

(2)  The overboard discharge valve from the oily water separator is to be sealed and provided with a warning notice indicating that the valve is not to be opened without the authority of the chief engineer or master.

(3)  For emergency bilge suction:

In addition to the SOLAS requirement for two means of disposing of bilges, there is a class requirement for an additional emergency bilge discharge system and this will utilise a sea water pump and discharge overboard directly. This emergency bilge suction valve is to be readily accessible and clearly marked as to its purpose. The means by which operation of the emergency overboard valve is controlled to prevent unauthorized discharge of oil or oily mixtures is to be determined. Positive evidence that the overboard discharge valve has not been opened can be provided by use of a numbered seal, the number of which can be verified in official documents such as the Engine Room Log or the Oil Record Book Part I. Such a method of sealing must be easily breakable to allow the valve to be opened in an emergency. If the vessel has an ejector as a substitute for one of the bilge pumps then it may be necessary to ensure that the suction valves are similarly sealed.

8.3.3.4.6 Closing and lashing of overboard discharge valves:

(1)  Overboard discharge valves, such as ODME overboard discharge valves, are to be securely closed and lashed and may be sealed when not in use and warning against accidental operation is to be provided. (§5.5.6)

(2)  The overboard discharge valve from the oily water separator is to be sealed and provided with a warning notice indicating that the valve is not to be opened without the authority of the chief engineer or master.

(3)  For emergency bilge suction:

In addition to the SOLAS requirement for two means of disposing of bilges, there is a class requirement for an additional emergency bilge discharge system and this will utilise a sea water pump and discharge overboard directly. This emergency bilge suction valve is to be readily accessible and clearly marked as to its purpose. The means by which operation of the emergency overboard valve is controlled to prevent unauthorized discharge of oil or oily mixtures is to be determined. Positive evidence that the overboard discharge valve has not been opened can be provided by use of a numbered seal, the number of which can be verified in official documents such as the Engine Room Log or the Oil Record Book Part I. Such a method of sealing must be easily breakable to allow the valve to be opened in an emergency. If the vessel has an ejector as a substitute for one of the bilge pumps then it may be necessary to ensure that the suction valves are similarly sealed.

8.3.3.5.2 Piping:

(1)  Satisfactory means are to be provided to prevent the icing up of air pipes to settling and service tanks required for the operation of the main propulsion plant and essential auxiliaries. The drain cocks are to be fitted at the system’s lowest position. (§3.5.7)

(2)  Satisfactory means are to be provided to prevent the icing up of cargo tank primary and secondary venting arrangements. The drain cocks are to be fitted at the system’s lowest position. (§3.5.9)

(3)  Systems are to be in place to ensure that the sea water, ballast system and drenching systems are applicable to the navigation areas of the ship. (§3.5.15)

.1  if a ballast water heating system is fitted and, if so, confirm that it is operating satisfactorily.

 .2   A heating connection is fitted to at least one sea water inlet so that at least one sea water inlet is not iced up.

8.3.3.5.3 Satisfactory precautions are to be taken to protect deck machinery from the risk of freezing. (§3.5.8)

8.3.3.5.4 Wheelhouse:

(1)  Satisfactory means are to be in place to prevent icing of the wheelhouse windows. (§3.5.11)

(2)  If bridge wings are not totally closed, satisfactory means are to be in place to protect personnel on the bridge wings. (§3.5.16)

(3)  Operational searchlights are to be provided and mounted on each bridge wing and at the bow. Protection to prevent the searchlights from freezing is to be provided. (§3.5.17)

 Searchlights are to be mounted on each bridge wing and at the bow. The number, type (including bulb type) and method of control are to be specified for each searchlight location.

8.3.3.5.5 Radars are to be fitted that are of a type classed as being suitable for sub zero temperatures. All ships navigating in ice conditions are to be at least fitted with 2 radars, one being capable of operating in the 3 GHz, and the other in 9 GHz. (§3.5.18)

8.3.3.5.6 Heating Systems are to be provided for air driven whistles and fog horns. (§3.5.19)

8.3.3.5.7 Personal protective equipment (PPE) is to be suitable for cold weather conditions. (§3.5.21)

8.3.3.5.8 Systems are to be in place for the routine receipt of navigational, meteorological and environmental data, including ice data and ice charts.

8.3.3.5.9 An operational infra-red camera is to be fitted in the bow for ice observation.

8.3.3.6.1 Arrangement and installation of enclosed fairleads and tugging bitts.

(1)  enclosed fairleads and tugging bitts for the guidance and attachment of the tug’s towing line are to be evenly distributed at both sides of the ship. Adequate separation of tugging bitts is to be provided. (§3.6.1)

(2)  The forward and aft chocks are to be placed so that maximum leverage is provided for turning the ship, but not be too far towards the ends of the ship. (§3.6.3)

(3)  The tug push (and consequently chock) points is to be located as near to a web frame as possible. (§3.6.4)

(4)  An alternate neutral pull or push points is required midships to allow checking the lateral motion without applying a turning moment. The tugging bitts is generally located just aft of the hose saddle. (§3.6.5)

(5)  Some high freeboard ships, such as large liquefied gas carriers, may be provided with recessed bitts on the ship’s side shell as an alternative to sets of bitts and chocks, and they are to be as near to a transverse bulkhead or web frame as possible. (§3.6.9)

8.3.3.6.3 The marks of minimum safety working loads (SWLs) of fairleads and tugging bitts (§3.6.8)

fairleads and tugging bitts are to be clearly marked by bead weld outline with its SWL, expressed in tonnes (letter “t”), in accordance with the Table below:

SWLs for bitts

8.3.3.6.4 The pick-up rope for pulling the tug close to the vessel. (§3.6.6)

8.3.3.6.5 Verify The test certificates or equivalent statement of mooring lines.

8.3.4.1  Design of mooring equipment

(1)  Reasons for the design of mooring equipment: The most common terminals for tankers are piers or sea islands. Insufficient or inadequate moorings may cause unlimited movement or the broken lines at the mooring site, make the ship to drift away from her proper position, result in fire or explosion of the ship or terminal, injuries of persons and damage to terminal facilities and ships. (§4.1.1, 4.1.4)

(2)  Intention for the design of mooring equipment: to establish safe mooring between ship and terminal to prevent the ship from drifting away from a terminal and hold the ship in place which may only have limited freedom of movement. (§4.1.4)

(3)  The mooring system of a ship must resist the forces due to one or more of the following factors: wind, current, tides, surges from passing ships, waves and swell, change of draft and freeboard, and ice. (§4.1.4)

(4)  For all ships above 16,000 tonnes deadweight intended for general worldwide trading, the mooring restraint available onboard the ship as permanent equipment are to be, according to the requirements of oil industry organizations, sufficient to satisfy the following conditions: (§4.1.5)

       .1  60 knots wind (Beaufort scale 11) from any direction simultaneously with:

       .2  3 knots current at 0o or 180o; or

       .3  2 knots current at 10o or 170o; or

       .4  0.75 knots current from the direction of maximum beam current loading.

Single and integrated mooring arrangement for ships

(5) Mooring equipments for tankers are to be in accordance with the Mooring Equipment Guidelines and the Effective Mooring. Exxon Moil requires that its Marine Environmental, Safety and Quality Assurance Criteria is to be complied with, in addition to the Mooring Equipment Guidelines and the Effective Mooring. (§4.1.7, 4.1.9)

(6) Mooring equipment are to be designed according to recognized standards or the approximate methods given in Appendices A, B, C & D of Guidelines of Oil Organizations for Structure and Equipment of Tanker for determining the strength of mooring equipment, e.g. lines, winches, bollards and fairleads provided in the Mooring Equipment Guidelines. (§4.1.8)

(7) For mooring of tankers of normal sizes at piers or sea islands, the mooring equipment are to be designed to be capable of withstanding loads not less than that given in the Table below, corresponding to ship sizes. (§4.1.6)

(8)Based on a standard environmental condition that is representative of common piers or sea islands called by ships engaged in worldwide trades, a typical mooring pattern at a tanker terminal is shown in the figure below: (§4.1.1)

Typical mooring pattern at a tanker terminal

(9) In situations where the standard environmental criteria are likely to be exceeded due to worse conditions in some exposed piers or sea islands, the existing mooring capability of ships calling at such terminals may be insufficient and are to be supplemented by mooring equipment on shore. (§4.1.3)

8.3.4.2    General arrangements of mooring equipment

(1)     Mooring equipment is to be satisfied for minimum number of mooring lines. (§4.2.1)

(2)     In the bow area (from accommodation space to bow mooring station), at least 5 closed fairleads, 3 bollards and in total 8 head lines are to be provided on each side of the ship. (§4.2.2)

(3)     In the stern area (from accommodation space to stern mooring station), at least 4 closed fairleads, 2 bollards and in total 6 stern lines are to be provided on each side of the ship. (§4.2.3)

(4)     At least two closed fairleads are to be located within 35 m forward and aft of the centre of the cargo manifold with associated mooring bollards and lead to winches, especially during ship to ship transfer operations. (§4.2.5)

(5)     For vessels whose freeboard exceeds 16.5 m, closed fairleads are to be fitted within 10 m fore and after of the cargo manifolds. (§4.2.6)

(6)     During ship to ship transfer operations, sufficient number of closed fairleads is to be provided for all lines at bow, midship and stern depending on the sizes of the ships. It is recommended that all the fairleads are of the closed type. (§4.2.7) Refer to the figures below.

Mooring pattern during ship to ship transfer

Ship to ship transfer mooring arrangement

(7)  Arrangement requirements for gas carriers, especially large LNG carriers are as below: (§4.2.8)

       .1  For flush deck LNG and LPG carriers the arrangement for spring lines and associated winches may be similar to those adopted for oil and chemical tankers.

       .2  For spherical tank LNG carriers and lobe/cylindrical tank LPG carriers, it is usually not practicable to incorporate main deck winches and the lead of springs must be from aft of the accommodation deckhouse and from the forward main deck or the forecastle, as per figures below.

LNG carrier - mooring arrangement on the forward deck

LNG carrier - mooring arrangement on the aft deck

(8)  Mooring patterns corresponding to tanker type and size are shown as follows:

Mooring pattern at a tanker terminal

Anchoring and mooring arrangements

Winch (W); Closed fairlead (C); Bow chain stopper(S); Pedestal roller lead (P)

Oil and chemical tankers - mooring arrangement on the forward deck

Oil and chemical tankers - mooring arrangement on the aft deck

8.3.4.3.1 Mooring lines are to be in compliance with the following requirements:

            (1)  Size and construction of mooring lines are to comply with OCIMF publication Mooring Equipment Guidelines and the requirements for tankers mooring at piers or sea islands. (§4.3.1)

            (2)  Mooring lines other than single point moorings are to comply with the requirements for the mooring of large tankers at terminals. Recommendations on their use are contained in the OCIMF publication — Guidelines on the Use of High Modulus Synthetic Fibre Ropes as Mooring Lines on Large Tankers. (§4.3.3)

8.3.4.3.2 Materials of mooring lines

             (1)  Mooring lines may be made from steel, synthetic fibres, low stretch ropes made from steel wire, high elastic mooring lines made from synthetic materials such as High Modulus Polyethylene (HMPE) or Aramid fibres. (§4.3.2)

             (2)  Polypropylene rope has approximately the same elasticity as polyester rope. However, as sparks may arise on polypropylene when subjected to break load, the use of tanker moorings manufactured from polypropylene is not recommended by oil industry organization. (§4.3.4)

             (3)  For tankers above 16,000 DWT, mooring lines of low modulus material are recommended. (§4.3.20)

8.3.4.3.3 Constructions of mooring lines

(1)  Mooring wires may be of various constructions. Typical wire line constructions are as follows: (§4.3.10)

                Lefthand         Righthand                   Lefthand              Righthand

                6 × 36 fibre core          6 × 36 steel core                  6 × 41 steel core

Wire line constructions

(2)     Synthetic mooring lines can be constructed in a variety of forms. The common structures used in synthetic ropes are shown in the figure below: (§4.3.18)

Construction of conventional and high modulus synthetic fibre ropes

8.3.4.3.4 Wire rope end terminator (§4.3.19)

Three types of wire rope end terminator are normally used: swaged, spliced, and socketed. Splices in eyes are to have a minimum of 5 tucks, as indicated in the figure below:

    Swaged                             Swaged                       Spliced          Poured socket

Types of wire rope terminations

8.3.4.3.5 Tails of mooring lines

            (1)  The traditional tail (pendants) length of 11 m is adequate for sheltered pierside moorings. At exposed pierside moorings where significant ship motions occur, the tail (pendants) length of 11 m may be inadequate. This could lead to immediate tensile failure, or in the longer term, lead to the fatigue failure of main winch ropes and/or mooring equipment on board or ashore. (§4.3.6)

            (2)  For mooring lines made from steel wires, high modulus fibres are to be used for the manufacture of tails. (§4.3.5)

            (3)  Longer tail (pendants) lengths may be required for the most harsh conditions, where waves up to 2 m significant wave height and having periods in excess of 10 seconds may be encountered at exposed pierside. Increased tail (pendants) length will typically only be required for breast lines and may not be necessary for springs lines. (§4.3.7)

            (4)  Synthetic tails (pendants) for wire mooring lines are to be replaced at least every 18 months unless experience, hours in use coupled with inspection by inspectors professionally trained with skilful assessment methods indicates a longer or shorter period is warranted. A record of service is to be maintained that includes time in use and inspection results. Tails are to be replaced prior to their residual strength falling to 60% of their original MBL. The 18 month period mentioned above is based upon the actual time in use on an average ship in average trade. A tail inspection/assessment program is to be in place (with records). The inspector is to confirm that training for tail inspection/assessment has been effectively carried out. (§4.3.11, 4.3.12)

8.3.4.3.6 Connection of mooring lines and tails

(1)  Tails are to be connected to a wire mooring line using appropriate shackles, for example, those manufactured by Tonsberg or Mandal, as indicated by the figures below: (§4.3.13)

Synthetic tails connected to a wiring mooring line using Tonsberg shackle

Synthetic tails connected to a wiring mooring line using Mandal shackle

(2)     A synthetic tail can be attached directly to a high modulus rope by using a cow hitch, as indicated by the figure below: (§4.3.14)

(3)     Tails may be connected to a wire mooring line using boss shackles, as indicated in the figure below: (§4.3.15)

Boss shackle

8.3.4.3.7 Additional provisions of mooring lines

            (1)  To ensure safe cargo operations, especially during ship to ship transfer, a vessel is to be provided with four fibre ropes of minimum 20 mm diameter and 20 m length for hose handling at the manifold, and with four synthetic messenger lines. (§4.3.16)

            (2)  Two steel wire lines are to be provided forward and aft respectively, each a minimum of 100 m long × 30 mm diameter. (§4.3.17)

8.3.4.3.8 Minimum breaking loads (MBLs) of mooring lines

(1)  MBLs of mooring lines are closely related to the material and construction of lines. Nominal MBLs for steel wire lines of 6 × 36 class are shown the Table below. (§4.3.21)

Typical size and MBLs of 6 × 36 class steel wire mooring lines

(2)     Synthetic tails are to have a MBL at least 125% that of the mooring line to which it is attached. Polyamide tails are to have a MBL 137% that of the mooring line to take account of loss of strength when wet. (§4.3.9)

8.3.4.3.9 Mooring retention capability requirements of mooring lines (§4.3.23)

(1)  Vessels below 46,000 DWT are to provide a mooring retention capability in accordance with the Table below:

Mooring retention for tankers below 46,000 DWT

(2)     Vessels of 46,000 DWT and above are to provide a mooring retention capability in accordance with the Table below:

Mooring retention for tankers of 46,000 DWT and above

8.3.4.4.1 Arrangement and installation of bollards or bitts

(1)  Bollards are to be adequate for the mooring capacity as required by ship size and to be evenly fitted on each side of the ship. (§4.4.1)

(2)  All bollards/bitts are to be welded to the deck on each side of the ship in way of the location required. (§4.4.2)

(3)  Some high freeboard ships, such as LNG carriers, may be provided with bollards in the vicinity of the ship’s side shell. (§4.4.3)

(4)  Double bollards of minimum 300 mm in diameter are to be fitted forward and aft of the cargo manifold on each side of the ship. (§4.4.10)

(5)  A cruciform bollard is to be fitted in line, or nearly in line with the vapour return system manifold to allow securing of the VRS hose hang-off chain. (§4.4.12)

(6)  Two deck pad-eyes of size sufficient to secure 16” cargo hose are to be provided within the line from the closed chock to the vapour return system manifold. (§4.4.13)

(7)  Line stoppers are to be fitted in the vicinity of each set of double bollards and each cruciform bollard. (§4.4.9)

Stoppers for bollards

(8)  Spill tank end deck is to be provided with cruciform bollards, which are to be so arranged that: (§3.3.7)

.1    the minimum spacing between the bollard centre and the spill tank fore end is 1,200 mm;

.2    the minimum spacing between the bollard centre and the spill tank side end is 300 mm;

.3     the minimum length of the bollard is 400 mm.

(9)    During ship to ship transfer operations, the centre of the cargo manifold is to be located within 35 m forward and aft of the mid-length of the ship and a bollard for breast line, two closed fairleads, two double bollards and winch auxilary facility are provided at least. (§3.2.10)

(10)Bollards are normally welded to the ship’ deck. (§4.6.12)

8.3.4.4.2 Categorization of bollards or bitts

(1)    Bollards may be categorized into single bollards, double bollards and cruciform bollards, as shown in the figures below: (§4.4.4)

Double bollards

Cruciform bollards

(2)     Mooring bitts fitted onboard a ship, including that used for emergency towing-off wires, are to be double bollards. (§4.4.6)

(3)     The diameter of double bollards is normally not to be less than 10 times that of mooring lines, and at least greater than 300 mm. (§4.4.7)

(4)     Double bollards can normally withstand loads of lines that are twice that of a cruciform bollard. (§4.4.5)

(5)     Sets of cruciform bollards, minimum 600 mm in height above deck are to be fitted to the deck on each side of the ship in the vicinity of cargo manifold centreline. The bollards are to be fitted on the deck mid-way between each pair of cargo manifolds, allowing maximum wide access between the working platform and ship’s side and giving sufficient space (about 300 mm) between bollard and spill tank to operate safely. (§4.4.14)

Cruciform bollards in the vicinity of cargo manifold centreline on deck

(6)     For ships of 160,000 DWT and upwards, twin sets of bollards at least of 550 mm diameter are to be located inboard of the closed fairleads for handling the moorings. (§3.3.9)

8.3.4.4.3 Safe working loads of bollards or bitts

(1)  The Safe Working Load (SWL) marked on the bitts are to be the maximum allowed when using a wire or rope belayed in a figure of eight near the base of the bitts. The SWL is in no case to be less than the Minimum Breaking Load (MBL) of mooring lines. According to the conventional design, the SWL is to be twice the MBL of mooring lines. (§4.4.8)

(2)  Cruciform bollards are of a minimum working load of: (§4.4.11)

.1    25 tonnes for ships below 60,000 DWT;

.2   40 tonnes for ships of 60,000 DWT and above.

8.3.4.5.1 Arrangment and installation of fairleads (pay attention to Appendix C Reinforcements of Mooring Equipment and Ship Structure of the Guidelines)

8.3.4.5.2 Categorization of fairleads

Fairleads can be categorized into open fairleads, closed fairleads, panama-type fairleads, pedestal roller fairleads and universal roller fairleads, as shown in the figures below: (§4.5.7)

Closed fairlead marked with SWL

Closed fairlead

Closed roller fairleads

8.3.4.5.3 Fairleads are to be in compliance with the following requirements:

             (1)  All fairleads fitted onboard tankers are to be of closed type. (§4.5.1)

             (2)  Only one line is allowed to pass through each closed fairlead in order to ensure safe mooring. (§4.5.2)

             (3)  Clear openings of the fairleads are to be at least 400 mm × 250 mm and the minimum radius of curvature is to be 180 mm. (§4.5.3)

8.3.4.5.4 Working loads of fairleads

(1)  The working load of fairleads depends on the ship size and working conditions of the machine. However, it is in no case to be less than the MBL of the line passing through the fairlead. (§4.5.5)

(2)  The working load of fairleads during cargo operations is normally not to be less than: (§4.5.6)

.1    25 tonnes for tankers below 60,000 DWT;

.2    40 tonnes for tankers of 60,000 DWT and above.

8.3.4.5.5 Tankers above 175,000 DWT are to be provided with lightening arrangements as follows: (§4.5.8)

(1)  Two additional sets of heavy duty closed fairleads with clear openings of 500 mm × 400 mm are to be positioned on each side of the ship (at least on starboard) within 35 m forward and aft of the mid-length of the ship or as close to this position as possible.

(2)  Double bollards of 550 mm diameter are to be located inboard of the fairleads.

(3)  All other fairleads used during mooring are to be of the closed type to avoid difficulties occurring owing to the large relative changes of freeboard experienced during lightening operations. Quick release mooring hooks are to be provided at terminals.

Quick release mooring hooks at a terminal

8.3.4.6.1 Arrangement and installation of winches (pay attention to Appendix C Reinforcements of Mooring Equipment and Ship Structure of the Guidelines)

(1)  The minimum distance between a fairlead and bitts is to be 1.8 m. (§4.6.9)

(2)  The minimum distance between a winch drum and the nearest fairlead or chock is to be such that the fleet angle does not exceed 1.5°. (§4.6.10)

(3)  Mooring winches are normally bolted to foundations that are welded to the ship’s deck. (§4.6.12)