GUIDELINES FOR MORE DETAILED INSPECTIONS OF SHIP STRUCTURAL
AND EQUIPMENT REQUIREMENTS
1 Introduction
If the port State control officer (PSCO) from general impressions or observations on board has
clear grounds for believing that the ship might be substandard, the PSCO should proceed to a
more detailed inspection, taking the following considerations into account.
2 Structure
2.1 The PSCO’s impression of hull maintenance and the general state on deck, the
condition of such items as ladderways, guard rails, pipe coverings and areas of corrosion or
pitting should influence the PSCO’s decision as to whether it is necessary to make the fullest
possible examination of the structure with the ship afloat. Significant areas of damage or
corrosion or pitting of plating and associated stiffening in decks and hull affecting
seaworthiness or strength to take local loads may justify detention. It may be necessary for the
underwater portion of the ship to be checked. In reaching a decision, the PSCO should have
regard to the seaworthiness and not the age of the ship, making an allowance for fair wear and
tear over the minimum acceptable scantlings. Damage not affecting seaworthiness will not
constitute grounds for judging that a ship should be detained, nor will damage that has been
temporarily but effectively repaired for a voyage to a port for permanent repairs. However, in
this assessment of the effect of damage, the PSCO should have regard to the location of crew
accommodation and whether the damage substantially affects its habitability.
2.2 The PSCO should pay particular attention to the structural integrity and seaworthiness
of bulk carriers and oil tankers and note that these ships must undergo the enhanced
programme of inspection during surveys under the provision of SOLAS 1974 regulation XI-1/2.
2.3 The PSCO’s assessment of the safety of the structure of those ships should be based
on the Survey Report File carried on board. This file should contain reports of structural
surveys, condition evaluation reports (translated into English and endorsed by or on behalf of
the Administration), thickness measurement reports and a survey planning document.
The PSCO should note that there may be a short delay in the update of the Survey Report File
following survey. Where there is doubt that the required survey has taken place, the PSCO
should seek confirmation from the RO.
2.4 If the Survey Report File necessitates a more detailed inspection of the structure of
the ship or if no such report is carried, special attention should be given by the PSCO, as
appropriate, to hull structure, piping systems in way of cargo tanks or holds, pump-rooms,
cofferdams, pipe tunnels, void spaces within the cargo area and ballast tanks.
2.5 For bulk carriers, PSCOs should inspect holds’ main structure for any obviously
unauthorized repairs. For bulk carriers, the PSCO should verify that the bulk carrier booklet
has been endorsed, the water level alarms in cargo holds are fitted, and where applicable, that
any restrictions imposed on the carriage of solid bulk cargoes have been recorded in the
booklet and the bulk carrier loading triangle is permanently marked.
3 Machinery spaces
3.1 The PSCO should assess the condition of the machinery and of the electrical
installations such that they are capable of providing sufficient continuous power for propulsion
and for auxiliary services.
3.2 During inspection of the machinery spaces, the PSCO should form an impression of
the standard of maintenance. Frayed, disconnected or inoperative quick-closing valve wires,
disconnected or inoperative extended control rods or machinery trip mechanisms, missing
valve hand wheels, evidence of chronic steam, water and oil leaks, dirty tank tops and bilges
or extensive corrosion of machinery foundations are pointers to an unsatisfactory organization
of the systems’ maintenance. A large number of temporary repairs, including pipe clips or
cement boxes, will indicate reluctance to make permanent repairs.
3.3 While it is not possible to determine the condition of the machinery without
performance trials, general deficiencies, such as leaking pump glands, dirty water gauge
glasses, inoperable pressure gauges, rusted relief valves, inoperative or disconnected safety
or control devices, evidence of repeated operation of diesel engine scavenge belt or crankcase
relief valves, malfunctioning or inoperative automatic equipment and alarm systems, and
leaking boiler casings or uptakes would warrant inspection of the engine-room logbook and
investigation into the record of machinery failures and accidents and a request for running tests
of machinery.
3.4 If one electrical generator is out of commission, the PSCO should investigate whether
power is available to maintain essential and emergency services and should conduct tests.
3.5 If evidence of neglect becomes evident, the PSCO should extend the scope of an
investigation to include, for example, tests on the main and auxiliary steering gear
arrangements, overspeed trips, circuit breakers.
3.6 It must be stressed that, while detection of one or more of the above deficiencies
would afford guidance to a substandard condition, the actual combination is a matter for
professional judgement in each case.
4 Conditions of assignment of load lines
It may be that the PSCO has concluded that a hull inspection is unnecessary but, if dissatisfied
on the basis of observations on deck, with items such as defective hatch closing arrangements,
corroded air pipes and vent coamings, the PSCO should examine closely the conditions of
assignment of load lines, paying particular attention to closing appliances, means of freeing
water from the deck and arrangements concerned with the protection of the crew.
5 Life-saving appliances
5.1 The effectiveness of life-saving appliances depends heavily on good maintenance by
the crew and their use in regular drills. The lapse of time since the last survey for a Safety
Equipment Certificate can be a significant factor in the degree of deterioration of equipment if
it has not been subject to regular inspection by the crew. Apart from failure to carry equipment
required by a convention or obvious defects such as holed lifeboats, the PSCO should look for
signs of disuse of, obstructions to or defects with survival craft launching and recovery
equipment, which may include paint accumulation, seizing of pivot points, absence of greasing,
condition of blocks and falls, condition of lifeboat lifting hook attachment to the lifeboat hull and
improper lashing or stowing of deck cargo.
5.2 Should such signs be evident, the PSCO would be justified in making a detailed
inspection of all life-saving appliances. Such an examination might include the lowering of
survival craft, a check on the servicing of liferafts, the number and condition of lifejackets and
lifebuoys and ensuring that the pyrotechnics are still within their period of validity. It would not
normally be as detailed as that for a renewal of the Safety Equipment Certificate and would
concentrate on essentials for safe abandonment of the ship, but in an extreme case could
progress to a full Safety Equipment Certificate inspection. The provision and functioning of
effective overside lighting, means of alerting the crew and passengers and provision of
illuminated routes to assembly points and embarkation positions should be given importance
in the inspection.
6 Fire safety
6.1 Ships in general: The poor condition of fire and wash deck lines and hydrants and the
possible absence of fire hoses and extinguishers in accommodation spaces might be a guide
to a need for a close inspection of all fire safety equipment. In addition to compliance with
convention requirements, the PSCO should look for evidence of a higher fire risk than normal;
this might be brought about by a poor standard of cleanliness in the machinery space, which
together with significant deficiencies of fixed or portable fire-extinguishing equipment could
lead to a judgement of the ship being substandard. Queries on the method of structural
protection should be addressed to the flag Administration and the PSCO should generally
confine the inspection to the effectiveness of the arrangements provided.
6.2 Passenger ships: The PSCO should initially form an opinion of the need for inspection
of the fire safety arrangements on the basis of consideration of the ship under the previous
headings and, in particular, that dealing with fire safety equipment. If the PSCO considers that
a more detailed inspection of fire safety arrangements is necessary, the PSCO should examine
the fire-control plan on board in order to obtain a general picture of the fire safety measures
provided in the ship and consider their compliance with convention requirements for the year
of build. Queries on the method of structural protection should be addressed to the
flag Administration and the PSCO should generally confine the inspection to the effectiveness
of the arrangements provided.
6.3 The spread of fire could be accelerated if fire doors are not readily operable.
The PSCO should inspect for the operability and securing arrangements of those doors in the
main zone bulkheads and stairway enclosures and in boundaries of high fire risk spaces, such
as main machinery rooms and galleys, giving particular attention to those retained in the open
position. Attention should also be given to main vertical zones which may have been
compromised through new construction. An additional hazard in the event of fire is the spread
of smoke through ventilation systems. Spot checks might be made on dampers and smoke
flaps to ascertain the standard of operability. The PSCO should also ensure that ventilation
fans can be stopped from the master controls and that means are available for closing main
inlets and outlets of ventilation systems.
6.4 Attention should be given to the effectiveness of escape routes by ensuring that vital
doors are not kept locked and that alleyways and stairways are not obstructed. Regarding the
minimum width of external escape routes, the arrangements approved by the flag
Administrations should be accepted.
6.5 The arrangements for the location of manually operated call points as approved by
the flag Administrations should be accepted.
7 Regulations for preventing collisions at sea
A vital aspect of ensuring safety of life at sea is full compliance with the collision regulations.
Based on observations on deck, the PSCO should consider the need for close inspection of
lanterns and their screening and means of making sound and distress signals.
8 Cargo Ship Safety Construction Certificate
The general condition of the ship may lead the PSCO to consider matters other than those
concerned with safety equipment and assignment of load lines, but nevertheless associated
with the safety of the vessel, such as the effectiveness of items associated with the Cargo Ship
Safety Construction Certificate, which can include pumping arrangements, means for shutting
off air and oil supplies in the event of fire, alarm systems and emergency power supplies.
9 Cargo Ship Safety Radio Certificates
The validity of the Cargo Ship Safety Radio Certificates and associated Record of Equipment
(Form R) may be accepted as proof of the provision and effectiveness of its associated
equipment, but the PSCO should ensure that appropriate certificated personnel are carried for
its operation and for listening periods. Requirements for maintenance of radio equipment are
contained in SOLAS 1974 regulation IV/15. The radio log or radio records should be examined.
Where considered necessary, operational checks may be carried out.
10 Means of access to ship
10.1 Prior to boarding a ship, the PSCO should assess the means of embarkation on and
disembarkation from the ship. The PSCO should be guided by SOLAS 1974 regulation II-1/3-9,
noting its application to ships constructed on or after 1 January 2010, but also noting that
paragraph 3 of this regulation applies to all ships and requires that:
.1 the means of embarkation and disembarkation shall be inspected and
maintained in suitable condition for their intended purpose, taking into
account any restrictions related to safe loading; and
.2 all wires used to support the means of embarkation and disembarkation shall
be maintained as specified in SOLAS 1974 regulation III/20.4.
10.2 In regard to the maintenance of the means of embarkation and disembarkation, the
PSCO should refer to the Guidelines for construction, installation, maintenance and
inspection/survey of means of embarkation and disembarkation (MSC.1/Circ.1331).
10.3 During the inspection, the PSCO should also ensure that the pilot transfer
arrangements comply with SOLAS 1974 regulation V/23 and the Unified interpretation of
SOLAS regulation V/23 (MSC.1/Circ.1375/Rev.1 and MSC.1/Circ.1495/Rev.1).
11 Equipment in excess of convention or flag State requirements
Equipment on board which is expected to be relied on in situations affecting safety or pollution
prevention must be in operating condition. If such equipment is inoperative and is in excess of
the equipment required by an appropriate convention and/or the flag State, it should be
repaired, removed or, if removal is not practicable, clearly marked as inoperative and secured.