GUIDELINES FOR CONTROL OF OPERATIONAL REQUIREMENTS
PART 1
INSPECTION PROCESSES
1 Introduction
1.1 When, during a port State control inspection, the port State control officer (PSCO) has
clear grounds according to section 2.2 of the present Procedures, the following onboard
operational procedures may be checked in accordance with this resolution.
1.2 However, in exercising controls recommended in these Guidelines, the PSCO should
not include any operational tests or impose physical demands which, in the judgement of the
master, could jeopardize the safety of the ship, crew, passengers, control officers or cargo.
Prior to requiring any practical operational control, the PSCO should review training and drill
records and should inspect, as appropriate, the associated safety equipment and its
maintenance records. For example, an enclosed space entry drill may be sufficiently verified
without an actual enclosed space entry by verifying drill records, maintenance records,
physical inspection and physical demonstrations by crew of breathing apparatus, safety
harnesses and atmosphere testing instruments.
1.3 When carrying out operational control, the PSCO should ensure, as far as possible,
no interference with normal shipboard operations, such as loading and unloading of cargo and
ballasting, which are carried out under the responsibility of the master, nor should the PSCO
require demonstration of operational aspects which would unnecessarily delay the ship.
1.4 Having assessed the extent to which operational requirements are complied with, the
PSCO then has to exercise professional judgement to determine whether the operational
proficiency of the crew as a whole is of a sufficient level to allow the ship to sail without danger
to the ship or persons on board, or without presenting an unreasonable threat of harm to the
marine environment.
1.5 When assessing the crew’s ability to conduct an operational drill, the mandatory
minimum requirements for familiarization and basic safety training for seafarers, as stated
in STCW 1978, as amended, shall be used as a benchmark.
1.6 Definitions and abbreviations
The definitions and abbreviations used in this appendix are those of section 1.7 of the
Procedures supplemented as follows:
Operational control: A control inspection to confirm the master and crew are familiar with essential shipboard procedures with respect to the safety of the ship and crew and protection of the environment and are able to apply such procedures. It includes a check on the effectiveness of communication and interaction and familiarity of the crew, including the human interface.
Functional test: A test of an item to prove the correct operation and function of equipment. Functional tests may be carried out during an initial or more detailed inspection.
2 Clear grounds
2.1 Clear grounds are defined in section 1.7.2 of the Procedures.
2.2 In addition to the general examples of clear grounds in section 2.4 of the Procedures,
clear grounds related to operation requirements are listed in appendix 11 section 6.3.2.
3 More detailed inspection for operational requirements
3.1 A more detailed inspection should assess the ability of relevant crew to operate
essential shipboard equipment that is relevant to their role. The responsible crew member
must be able to operate such equipment independent of others and care must be taken to
ensure they are not coached through the process when asked to demonstrate their
understanding.
3.2 A more detailed inspection should assess the familiarity of crew with essential
shipboard procedures relevant to their role, the safety of the ship and the protection of the
environment.
3.3 The PSCO should make an overall assessment of the effectiveness of communication
and interaction and familiarity of the crew, including the human interface.
3.4 The PSCO can use the items in section 5 below as guidance in assessing the ability
of the master or crew member to operate the ship. The desired outcome is to effectively assess
compliance with operational requirements in order that corrective action(s) may be applied
where necessary.
3.5 Drills
A more detailed inspection may include drills. Where drills are to be conducted these should
be carried out at a safe pace. PSCOs should not expect to see operational activities including
drills conducted in real time. Care should be taken to ensure that all crew familiarize
themselves with their duties and with the equipment. If necessary, drills should be stopped or
suspended if the PSCO considers that the crew are carrying out unsafe practices or if there is
a real emergency. In addition, the following should be considered:
.1 the PSCO should devise the emergency scenario on which a drill will be
based in conjunction with the master. Experience has shown that the best
assessment is achieved when the PSCO devises and controls the scenario
(in collaboration with the master), since there is then an element of
uncertainty on the part of the ship’s officers as to how a drill will progress and
is more realistic to the actual onboard situation facing crew members in a
critical situation; and
.2 it is essential that meetings are held between the PSCOs and key members
of the ship’s personnel before and after any operational activity involving
multiple crew members. An initial briefing should be used to explain in
general terms how the activity will be conducted and should also enable the
ship’s staff to recognize the PSCOs who are witnessing the activity; it is
recommended that all PSCOs witnessing the drill wear distinctive high
visibility clothing to distinguish them from crew members.
3.6 Meeting on inspection outcomes and findings with regard to operational
requirements
At the conclusion of the inspection a meeting should held with the master to ensure there is a
common understanding of the outcomes and any findings of the detailed inspection, to identify
any shortcomings and, if appropriate, where operational activity did not meet the required
standard.
4 Communication
4.1 The PSCO may determine if the key crew members are able to communicate with
each other, and with passengers, as appropriate, in such a way that the safe operation of the
ship is not impaired, especially in emergency situations.
4.2 The PSCO may ask the master which languages are used as the working languages
and may verify whether the language has been recorded in the logbook.
4.3 The PSCO may ensure that the key crew members are able to understand each other
during the inspection or drills. The crew members assigned to assist passengers should be
able to give the necessary information to the passengers in case of an emergency.
4.4 Language difficulty between PSCOs and non-English-speaking crews can make it
difficult to put across the intentions for the conduct of the inspection and any associated drills.
Care needs to be exercised when an unsatisfactory inspection outcome is found to ensure
there is a differentiation between the miscommunication between the PSCO and the crew and
failure of operational requirements.
4.5 Passenger ships constructed on or after 1 July 2010 shall have on board a safety
centre. The safety centre shall either be a part of the navigation bridge or be located in a
separate space adjacent but having direct access to the navigation bridge.
4.6 The PSCO should verify that effective means of communication between the safety
centre, the central control station, the navigation bridge, the engine control room, the storage
room(s) for fire-extinguishing system(s) and fire equipment lockers are provided.
5 Assessing the ship with respect to operational requirements
5.1 If any of the following are found during a more detailed inspection, detention of the
ship may be considered:
.1 failure of deck officers and crew to monitor cargo loading operations and take
precautions appropriate to that cargo;
.2 lack of awareness of the operation of, and limitations of, navigation
equipment or how to test such equipment (including navigation lights);
.3 deck officers unable to demonstrate the operation of essential navigation
equipment such as ECDIS and integrated navigations systems. This includes
the monitoring and interrogating alarms on such systems;
.4 there is evidence that the ship’s navigation has been carried out in an unsafe
manner including, but not limited to:
.1 failure to monitor the ship’s position in accordance with shipboard
procedures;
.2 failure to verify the accuracy of position-fixing through use of
multiple means of obtaining fixes;
.3 failure to properly plan and assess a voyage;
.4 navigating the ship into danger or into restricted areas;
.5 deck officers unfamiliar with the operation and testing of radio
communications equipment and/or the mechanism by which marine
safety information is provided to the ship;
.6 relevant officers and crew unfamiliar with the locations of the starting
positions or the starting operation of the fire-fighting equipment such
as the emergency fire pump or the release system for the fixed
fire-fighting system;
.7 relevant officers and crew lack awareness of the location, operation
and coverage area of ventilation stops in the accommodation,
engine-room and other protected areas;
.8 officers and crew unaware of the location of fire alarm indicators in
the accommodation and in the engine-room;
.9 relevant officers and crew not aware of the location and operation
of the fuel cut-off quick-closing valves for main engine and auxiliary
engines;
.10 relevant officers and crew unaware of the operation of life-saving
equipment and how to effectively test such equipment;
.11 relevant officers and crew unfamiliar with the operation of
equipment, or procedures, intended to prevent maritime pollution;
or
.12 evidence of unsafe operations that pose a risk to life and the
environment.
5.2 Observation by PSCO must be directly related to compliance with Convention
requirements. In relating the deficiency, it is critical to note that having the necessary
equipment installed and operational does not provide a capability as required by Convention
unless the master and crew are familiar with the operation of the equipment and associated
procedures as required by STCW section A-I/4.4. Examples of deficiencies and relevant
convention references are shown below:
.1 engineer officer unable to demonstrate the operation of fuel oil valves
provided in accordance with SOLAS regulation II-2/4.2.2.3.4 from outside the
machinery space;
Note 1: This would be related to SOLAS regulation XI-1/4
.2 engineer officer unable to demonstrate the operation of the sewage
treatment plant required by regulation 2 of MARPOL Annex IV;
Note 1: This would be related to regulation 14 of MARPOL Annex IV.
Note 2: Where the sewage treatment plant was found to be unserviceable
or sewage had been discharged into the sea this should also be related as
evidence of the failure of operational requirements.
and
.3 (on a ship subject to SOLAS regulation V/19.2.10) deck officer unable to
demonstrate the process of planning and conducting a navigational passage
and unable to demonstrate how to determine the ship position using ECDIS.
Note 1: This could be related to SOLAS regulation XI-1/4, or section A-I/4.4
of STCW. Depending on the nature and scope of the issues, either could
be used, noting SOLAS has a broader scope.
6 Detailed guidance on assessing compliance with operational requirements
6.1 Detailed guidance on areas to be inspected is provided in part 2 of this appendix.
Detailed guidance is divided into means of assessing compliance day-to-day activities and
emergency preparedness. An assessment of compliance in respect of both should be
undertaken where the circumstances warrant it.
6.2 The PSCO should consider requesting a drill be conducted where ship’s records
indicate that the specified drill has not been conducted in accordance with the Convention
requirements.
7 Witnessing and assessment of drills
7.1 If a drill will involve passengers, it is prudent to provide as much notice as possible
before the start of the drill to enable the master to inform the passengers about the drill.
The information should be broadcast by public announcements in all relevant languages for
the route concerned. The announcement should be repeated during the drill with appropriate
intervals. The completion of the drill should be announced to the passengers.
7.2 During the conduct of a drill, the PSCO should consider questioning the crew
members, particularly those assigned to assist any passengers, in order to get an impression
of the safety awareness on board the ship.
7.3 When witnessing a drill, the PSCO should seek:
.1 confirmation that the crew follow what is required of them by the muster list;
.2 confirmation that there are sufficient personnel assigned to the various
parties to cope with the duties given to them;
.3 confirmation that there is an effective means of communication between the
party, the party leader and the bridge, and that relevant information is being
exchanged;
.4 confirmation of the efficiency of the crew working as a team. This would be
based on questioning of personnel and observation of their actions, the
response times should be noted of the various parties in assembling at their
stations and the reaction of the parties to unplanned events should also be
noted;
.5 confirmation that key members of the crew are able to understand each
other;
.6 confirmation of the efficiency of the equipment used, for example:
.1 that the fire alarms are audible and efficient;
.2 that the fire and watertight doors close as required; and
.3 that items of personal fire-fighting equipment appear well
maintained; and
.7 confirmation that the response time was considered fast enough (taking into
account safety of the drill as indicated in paragraph 2.5.4 of this appendix),
considering the size of the ship and the locations of fire, personnel and
fire-fighting equipment.
7.4 In the case of evacuation or abandon ship drills:
.1 confirmation that the escape arrangements for passengers/crew from lower
decks are adequate, that the assembly or muster stations are clearly
indicated, that the crew are familiar with the layout of the ship and are able
to respond to changes in circumstances, for example directing passengers
so as to avoid a smoke-filled area; and
.2 confirmation that the boat lowering party is proficient and that boats are
lowered and ready for embarkation with ancillary equipment deployed.
7.5 If the PSCO determines that the crew are unfamiliar with their duties or incapable of
safely operating the life-saving and fire-fighting equipment, the PSCO should halt the drill,
notify the master that the drill was unsuccessful and use their professional judgement to
establish the next steps, noting the likelihood that this will establish “clear grounds” for a more
detailed inspection.
7.6 Having assessed the extent to which operational requirements are complied with, the
PSCO(s) should then exercise their professional judgement to determine whether the
operational familiarity of the crew as a whole is of sufficient level to allow the ship to sail without
danger to the ship or persons on board, or presenting an unreasonable threat of harm to the
marine environment.
8 Detention under operational requirements
8.1 Paragraph 3.1.1 and sub-paragraph 3.1.1.4 of the Procedures identify a substandard
ship as being one where operational safety is substantially below the standards required by
the relevant convention and specifically, in the case of operational requirements, where there
is:
“insufficiency of operational proficiency, or unfamiliarity of essential operational
procedures by the crew”
8.2 In such cases the relevant operational requirements provisions of conventions require
the port State to take such action as necessary to bring ships into compliance where it is found
that the master and/or crew are unfamiliar with essential shipboard procedures. The following
provisions are relevant:
.1 SOLAS regulation XI-1/4;
.2 MARPOL Annex I, regulation 11;
.3 MARPOL Annex II, regulation 16.9;
.4 MARPOL Annex III, regulation 9;
.5 MARPOL Annex IV, regulation 14;
.6 MARPOL Annex V, regulation 9;
.7 MARPOL Annex VI, regulation 10; and
.8 STCW, Article X and regulation I/4 and section A-I/4.
PART 2
GUIDANCE ON SPECIFIC INSPECTION ACTIVITIES
1 Introduction
This section provides detailed guidance on specific inspection activities described in part 1
with respect to the assessment of compliance with operation requirements in relation to
day-to-day activities.
1.1 Bridge operation
1.1.1 The PSCO may determine if officers in charge of a navigational watch are familiar
with bridge control and navigational equipment, changing the steering mode from automatic to
manual and vice versa, and the ship’s manoeuvring characteristics.
1.1.2 All officers in charge of a navigational watch should have knowledge of the location
and operation of all safety and navigational equipment. Moreover, these officers should be
familiar with procedures which apply to the navigation of the ship in all circumstances and
should be aware of all information available.
1.1.3 The PSCO may also verify the familiarity of the officers with all the information available to them such as manoeuvring characteristics of the ship, life-saving signals,
up-to-date nautical publications, checklists concerning bridge procedures, instructions and
manuals.
1.1.4 The Permit to Operate High-Speed Craft (HSC) includes limitations of the maximum
significant wave height (and wind force for hovercraft) within which the craft may operate.
When carrying out inspections of HSC, PSCOs may verify by the logbook and the weather
records whether these limitations have been respected. PSCOs may find that a voyage had to
be completed when worse weather conditions than permitted were encountered and not
expected according to the weather forecast, but a new voyage should not commence in such
conditions.
1.1.5 The PSCO may verify the familiarity of the officers with procedures such as periodic
tests and checks of equipment, preparations for arrival and departure, changeover of steering
modes, signalling, communications, alarm system, manoeuvring, emergencies and logbook
entries.
1.2 Cargo operation
1.2.1 The PSCO may determine if ship’s personnel assigned to specific duties related to
the cargo and cargo equipment are familiar with those duties, any dangers posed by the cargo
and with the measures to be taken in such a context. This will require the availability of all
relevant cargo information as required by SOLAS 1974 regulation VI/2.
1.2.2 With respect to the carriage of solid bulk cargoes, the PSCO should verify, as
appropriate, that cargo loading is performed in accordance with a ship’s loading plan and
unloading in accordance with a ship’s unloading plan agreed by the ship and the terminal,
taking into account the information provided by the loading instrument, where fitted.
1.2.3 The PSCO, when appropriate, may determine whether the responsible crew members
are familiar with the relevant provisions of the International Maritime Solid Bulk Cargoes Code
(IMSBC Code), particularly those concerning moisture limits and trimming of the cargo. Additionally, it is expected that the responsible crew members have appropriate knowledge ofthe recommendatory IMO Code of Safe Practice for Ships Carrying Timber Deck Cargoes
(2011 TDC Code) and the Code of Safe Practice for Cargo Stowage and Securing (CSS Code)
(non-mandatory, except mandatory sub-chapter 1.9), as amended.
1.2.4 Some solid materials transported in bulk can present a hazard during transport
because of their chemical nature or physical properties. Section 2 of the IMSBC Code gives
general precautions. Section 4 of the IMSBC Code contains the obligation imposed on the
shipper to provide all necessary information to ensure safe transport of the cargo. The PSCO
may determine whether all relevant details, including all relevant certificates of tests, have
been provided to the master by the shipper.
1.2.5 For some cargoes, such as cargoes which are subject to liquefaction, special
precautions are given (see section 7 of the IMSBC Code). The PSCO may determine whether
all precautions are met with special attention to the stability of those ships engaged in the
transport of cargoes subject to liquefaction and solid hazardous waste in bulk.
1.2.6 Officers responsible for cargo handling and operation and key crew members of oil
tankers, chemical tankers and liquefied gas carriers should be familiar with the cargo and cargo
equipment and with the safety measures as stipulated in the relevant sections of the IBC and
IGC Codes.
1.2.7 For the carriage of grain in bulk, reference is made to part C of chapter VI of SOLAS
1974 and the mandatory International Code for the Safe Carriage of Grain in Bulk (Grain
Code).
1.2.8 The PSCO may determine whether the operations and loading manuals include all
the relevant information for safe loading and unloading operations in port as well as in transit
conditions.
1.3 Operation of machinery
1.3.1 The PSCO may determine if responsible ship’s personnel are familiar with their duties
related to operating essential machinery, such as:
.1 emergency and standby sources of electrical power;
.2 auxiliary steering gear;
.3 bilge and fire pumps; and
.4 any other equipment essential in emergency situations.
1.3.2 The PSCO may verify whether the responsible ship’s personnel are familiar with, inter alia:
.1 emergency generator:
.1 actions which are necessary before the engine can be started;
.2 different possibilities to start the engine in combination with the
source of starting energy; and
.3 procedures when the first attempts to start the engine fail; and
.2 standby generator engine:
.1 possibilities to start the standby engine, automatic or by hand;
.2 blackout procedures; and
.3 load-sharing system.
1.3.3 The PSCO may verify whether the responsible ship’s personnel are familiar with, inter alia:
.1 which type of auxiliary steering gear system applies to the ship;
.2 how it is indicated which steering gear unit is in operation; and
.3 what action is needed to bring the auxiliary steering gear into operation.
1.3.4 The PSCO may verify whether the responsible ship’s personnel are familiar with, inter alia:
.1 bilge pumps:
.1 number and location of bilge pumps installed on board the ship
(including emergency bilge pumps);
.2 starting procedures for all these bilge pumps;
.3 appropriate valves to operate; and
.4 most likely causes of failure of bilge pump operation and their
possible remedies; and
.2 fire pumps:
.1 number and location of fire pumps installed on board the ship (including the emergency fire pump);
.2 starting procedures for all these pumps; and
.3 appropriate valves to operate.
1.3.5 The PSCO may verify whether the responsible ship’s personnel are familiar with, inter alia:
.1 starting and maintenance of lifeboat engine and/or rescue boat engine;
.2 local control procedures for those systems which are normally controlled from the navigating bridge;
.3 use of the emergency and fully independent sources of electrical power of radio installations;
.4 maintenance procedures for batteries;
.5 emergency stops, fire detection system and alarm system operation of watertight and fire doors (stored energy systems); and
.6 change of control from automatic to manual for cooling water and lube oil systems for main and auxiliary engines.
1.4 Manuals, instructions, etc.
1.4.1 The PSCO may determine if the appropriate crew members are able to understand
the information given in manuals, instructions, etc. relevant to the safe condition and operation
of the ship and its equipment, and if they are aware of the requirements for maintenance,
periodic testing, training, drills and recording of logbook entries.
1.4.2 The following information, inter alia, should be provided on board and PSCOs may
determine whether it is in a language or languages understood by the crew and whether crew
members concerned are aware of the contents and are able to respond accordingly:
.1 instructions concerning the maintenance and operation of all the equipment
and installations on board for the fighting and containment of fire should be
kept under one cover, readily available in an accessible position;
.2 clear instructions to be followed in the event of an emergency should be
provided for every person on board;
.3 illustrations and instructions in appropriate languages should be posted in
passenger cabins and be conspicuously displayed at muster stations and
other passenger spaces to inform passengers of their muster station, the
essential action they must take in an emergency and the method of donning
lifejackets;
.4 posters and signs should be provided on or in the vicinity of survival craft and
their launching controls and shall illustrate the purpose of controls and the
procedures for operating the appliance and give relevant instructions or
warnings;
.5 instructions for onboard maintenance of life-saving appliances;
.6 training manuals should be provided in each crew mess room and recreation
room or in each crew cabin; the training manual, which may comprise several
volumes, should contain instructions and information, in easily understood
terms illustrated wherever possible, on the life-saving appliances provided in
the ship and on the best method of survival; and
.7 SOPEP in accordance with regulation 37 of MARPOL Annex I, or SMPEP
for noxious liquid substances in accordance with regulation 17 of MARPOL
Annex II, where applicable; and
.8 stability booklet, associated stability plans, stability information and approved
stability instrument for tankers.
1.5 Oil and oily mixtures from machinery spaces
1.5.1 The PSCO may determine if all operational requirements of MARPOL Annex I have been met, taking into account:
.1 the quantity of oil residues generated;
.2 the capacity of the sludge and bilge water holding tank; and
.3 the capacity of the oily-water separator.
1.5.2 An inspection of the ORB should be made. The PSCO may determine if reception
facilities have been used and note any alleged inadequacy of such facilities.
1.5.3 The PSCO may determine whether the responsible officer is familiar with the handling
of sludge and bilge water. The relevant items from the guidelines for systems for handling oily
wastes in machinery spaces of ships may be used as guidance. Taking into account the above,
the PSCO may determine if the ullage of the sludge tank is sufficient for the expected
generated sludge during the next intended voyage. The PSCO may verify that, in respect of
ships for which the Administration has waived the requirements of regulations 14(1) and (2) of
MARPOL Annex I, all oily bilge water is retained on board for subsequent discharge to a
reception facility.
1.5.4 When reception facilities in other ports have not been used because of inadequacy,
the PSCO should advise the master to report the inadequacy of the reception facility to the
ship’s flag State, in conformity with the Format for reporting alleged inadequacies of port
reception facilities (MEPC.1/Circ.834/Rev.1, appendix 1 of the annex), as may be amended.
1.6 Loading, unloading and cleaning procedures for cargo spaces of tankers
1.6.1 The PSCO may determine if all operational requirements of MARPOL Annexes I or II
have been met, taking into account the type of tanker and the type of cargo carried, including
the inspection of the ORB and/or CRB. The PSCO may determine if the reception facilities
have been used and note any alleged inadequacy of such facilities.
1.6.2 For the control on loading, unloading and cleaning procedures for tankers carrying oil,
reference is made to paragraphs 3.1 to 3.4 of appendix 5 where guidance is given for the
inspection of crude oil washing (COW) operations. In appendix 3, the PSCO may find detailed
guidelines for in-port inspection of crude oil washing procedures.
1.6.3 For the control on loading, unloading and cleaning procedures for tankers carrying
noxious liquid substances, reference is made to paragraphs 4.1 to 4.9 of appendix 5 where
guidance is given for the inspection of unloading, stripping and prewash operations.
More detailed guidelines for these inspections are given in appendix 4.
1.6.4 When reception facilities in other ports have not been used because of inadequacy,
the PSCO should advise the master to report the inadequacy of the reception facility to the
ship’s flag State, in conformity with MEPC.1/Circ.834/Rev.1, as may be amended.
1.6.5 The Garbage Record Book may be presented in an electronic format. A declaration
from the Administration should be viewed in order to accept this electronic record book. If a
declaration cannot be provided, a hard copy record book will need to be presented for
examination.
1.6.6 When a ship is permitted to proceed to the next port with residues of noxious liquid
substances on board in excess of those permitted to be discharged into the sea during the
ship’s passage, it should be ascertained that the residues can be received by that port. At the
same time, that port should be informed, if practicable.
1.7 Dangerous goods and harmful substances in packaged form
1.7.1 The PSCO may determine if the required shipping documents for the carriage of
dangerous goods and harmful substances carried in packaged form are provided on board
and whether the dangerous goods and harmful substances are properly stowed and
segregated and the crew members are familiar with the essential action to be taken in an
emergency involving such packaged cargo (see SOLAS 1974 regulation VII/3).
1.7.2 Ship types and cargo spaces of ships of over 500 gross tonnage built on or
after 1 September 1984 and ship types and cargo spaces of ships of less than 500 gross
tonnage built on or after 1 February 1992 are to fully comply with the requirements of
SOLAS 1974 chapter II-2. Administrations may reduce the requirements for cargo ships of less
than 500 gross tonnage, but such reductions shall be recorded in the Document of
Compliance. A Document of Compliance is not required for ships which only carry class 6.2,
class 7 or dangerous goods in limited quantities and excepted quantities.
1.7.3 MARPOL Annex III contains requirements for the carriage of harmful substances in
packaged form which are identified in the IMDG Code as marine pollutants. Cargoes which
are determined to be marine pollutants should be labelled and stowed in accordance with
MARPOL Annex III.
1.7.4 The PSCO may determine whether a Document of Compliance is on board and
whether the ship’s personnel are familiar with this document provided by the Administration as
evidence of compliance of construction and equipment with the requirements. Additional
control may consist of:
.1 checking whether the dangerous goods have been stowed on board in
conformity with the Document of Compliance, using the dangerous goods
manifest or the stowage plan, required by SOLAS 1974 chapter VII; this
manifest or stowage plan may be combined with the one required under
MARPOL Annex III;
.2 checking whether inadvertent pumping of leaking flammable or toxic liquids
is not possible in case these substances are carried in under-deck cargo
spaces; or
.3 determining whether the ship’s personnel are familiar with the relevant
provisions of the Medical First Aid Guide and Emergency Procedures for
Ships Carrying Dangerous Goods.
1.8 Garbage
1.8.1 The PSCO may determine if all operational requirements of MARPOL Annex V have
been met. The PSCO may determine if the reception facilities have been used and note any
alleged inadequacy of such facilities.
1.8.2 The 2017 Guidelines for the implementation of MARPOL Annex V (resolution
MEPC.295(71)), as may be amended, are to assist ship operators complying with the
requirements set forth in Annex V and domestic laws.
1.8.3 The PSCO may determine whether:
.1 ship’s personnel are aware of these Guidelines, in particular section 2 on “Garbage management”; and
.2 ship’s personnel are familiar with the disposal and discharge requirements
under MARPOL Annex V inside and outside a special area and are aware of
the areas determined as special areas under MARPOL Annex V.
1.8.4 When reception facilities in other ports have not been used because of inadequacy,
the PSCO should advise the master to report the inadequacy of the reception facility to the
ship’s flag State, in conformity with MEPC.1/Circ.834/Rev.1, as may be amended.
1.9 Sewage
1.9.1 The PSCO may determine:
.1 if all operational requirements of MARPOL Annex IV have been met; the
PSCO may determine if the sewage treatment system, comminuting and
disinfecting system or holding tank has been used and note any alleged
inadequacy of the system or holding tank; and
.2 that appropriate ship’s personnel are familiar with the correct operation of the
sewage treatment system, comminuting and disinfecting system or holding
tank.
1.9.2 The PSCO may determine whether appropriate ship’s personnel are familiar with the
discharge requirements of regulation 11 of MARPOL Annex IV.
1.9.3 When reception facilities in other ports have not been used because of inadequacy,
the PSCO should advise the master to report the inadequacy of the reception facility to the
ship’s flag State, in conformity with the waste reception facility reporting requirements
(MEPC.1/Circ.834/Rev.1, as may be amended).
1.10 Air pollution prevention
The PSCO may determine whether:
.1 the master or crew is familiar with the procedures to prevent emissions of
ozone-depleting substances and sulphur when equivalent arrangements are
in place;
.2 the master or crew is familiar with the proper operation and maintenance of
diesel engines, in accordance with their Technical Files;
.3 the master or crew has undertaken the necessary fuel changeover
procedures or equivalent, associated with demonstrating compliance within
a SOx emission control area;
.4 the master or crew is familiar with the garbage screening procedure to ensure
that prohibited garbage is not incinerated;
.5 the master or crew is familiar with the operation of the shipboard incinerator,
as required by regulation 16.2 of MARPOL Annex VI, within the limit provided
in appendix IV to the Annex, in accordance with the operational manual;
.6 the master or crew recognizes the regulation of emissions of volatile organic
compounds (VOCs), when the ship is in ports or terminals under the
jurisdiction of a Party to the 1997 Protocol to MARPOL in which emissions of
VOCs are to be regulated, and is familiar with the proper operation of a
vapour collection system approved by the Administration (in case the ship is
a tanker as defined in regulation 2.2.29 of MARPOL Annex VI); and
.7 the master or crew is familiar with bunker delivery procedures in respect of
bunker delivery notes and retained samples as required by regulation 18 of
MARPOL Annex VI.
2 Introduction
This section provides detailed guidance on specific inspection activities described in part 1
with respect to the assessment of preparedness for emergencies and drills.
2.1 Muster list
2.1.1 The PSCO may determine if the crew members are aware of their duties indicated in
the muster list and that they are familiar with the duties assigned to them and are aware of the
locations where they should perform their duties. This is done by asking the crew relevant
questions. This could be done prior to the drill or during the drill, for instance questioning of
stairway guides on a passenger ship.
2.1.2 To determine whether the muster list is up to date, the PSCO may require an
up-to-date crew list.
2.1.3 The PSCO may ensure that muster lists are exhibited in conspicuous places
throughout the ship, including the navigational bridge, the engine-room and the crew
accommodation spaces. When determining if the muster list is in accordance with the
regulations, the PSCO may verify whether:
.1 the muster list shows the duties assigned to the different members of the
crew;
.2 the muster list specifies which officers are assigned to ensure that life-saving
and fire appliances are maintained in good condition and are ready for
immediate use;
.3 the muster list specifies the substitutes for key persons who may become
disabled, taking into account that different emergencies may call for different
actions;
.4 the muster list shows the duties assigned to crew members in relation to
passengers in case of emergency; and
.5 the format of the muster list used on passenger ships is approved and is
drawn up in the language or languages required by the ship’s flag State and
in the English language.
2.1.4 The PSCO may determine whether the duties assigned to crew members manning
the survival craft (lifeboats or liferafts) are in accordance with the regulations and verify that a
deck officer or certificated person is placed in charge of each survival craft to be used.
However, the Administration (of the flag State), having due regard to the nature of the voyage,
the number of persons on board and the characteristics of the ship, may permit persons
practised in the handling and operation of liferafts to be placed in charge of liferafts in lieu of
persons qualified as above. A second-in-command shall also be nominated in the case of
lifeboats.
2.1.5 Every motorized survival craft shall have a person assigned who is capable of
operating the engine and carrying out minor adjustments.
2.2 Communication during drills
2.2.1 The PSCO may determine if the key crew members are able to communicate with
each other, and with passengers, as appropriate, in such a way that the safe operation of the
ship is not impaired, especially in emergency situations.
2.2.2 For drills, key crew members could be, but are not limited to:
.1 bridge team including GMDSS operators who must also be able to communicate with the shore and other vessels;
.2 fire parties;
.3 damage control parties;
.4 boat preparation parties; or
.5 passenger muster personnel on passenger ships.
2.2.3 The PSCO should verify the working language of the vessel. The crew members
assigned to assist passengers should be able to give the necessary information to the
passengers in case of an emergency.
2.2.4 The PSCO should determine, if UHF or VHF handheld radios are being used for drills,
that the crew are familiar with the equipment, that they are aware of reception dead
zones/areas and what alternative communication methods are available.
2.2.5 When drills are being conducted the PSCO should establish that there are sufficient
personnel on the bridge to make decisions, navigate the ship as necessary and deal with the
considerable amount of communication that is likely.
2.2.6 When a ship is in difficulty it is likely that shore-based organizations, such as the
operator of the ship and regional rescue coordination centres, will need to be involved.
The PSCO should confirm the master and crew are aware of procedures where shore-based
communication is required and how such communication can be established.
2.3 Search and rescue plan
For passenger ships, the PSCO may verify that there is on board an approved plan for
cooperation with appropriate search and rescue services in the event of an emergency.
2.4 Fire and abandon ship drills
2.4.1 The PSCO witnessing a fire and abandon ship drill should ensure that the crew
members are familiar with their duties and the proper use of the ship’s installations and
equipment.
2.4.2 When setting a drill scenario, witnessing the drill and finally assessing the standard
of the drill, it is important to emphasize that the PSCO is not looking for an exceptional drill,
particularly on cargo ships. The main points for the PSCO to be satisfied are:
.1 In the event of a shipboard emergency can the crew organize themselves
into an effective team to tackle the emergency?
.2 Can the crew communicate effectively?
.3 Is the master in control and is information flowing to/from the command
centre?
.4 In the event of the situation getting out of hand can the crew safely abandon
the ship?
2.4.3 It is important that when setting the scenario the PSCO clearly explains to the master
exactly what is required and expected during the drill, bearing in mind there may be language
difficulties. PSCOs should not be intimidating, not interfere during the drill nor offer advice.
The PSCO should stand back and observe only, making appropriate notes. It is important to
emphasize that the PSCO’s role is not to teach or train but to witness.
2.4.4 Drills should be carried out at a safe speed. PSCOs should not expect to see
operational drills conducted in real time. During drills, care should be taken to ensure that
everybody familiarizes themself with their duties and with the equipment. If necessary, drills
should be stopped if the PSCO considers that the crew are carrying out unsafe practices or if
there is a real emergency.
2.5 Fire drills
2.5.1 The PSCO may witness a fire drill carried out by the crew assigned to these duties on
the muster list. After consultation with the master of the vessel, one or more specific locations
of the ship may be selected for a simulated fire. A crew member may be sent to the location(s)
and activate a fire alarm system or use other means to give the alarm.
2.5.2 At the location the PSCO can describe the fire indication to the crew member and
observe how the report of fire is relayed to the bridge or damage control centre. At this point
most ships will sound the crew alarm to summon the fire-fighting parties to their stations.
The PSCO should observe the fire-fighting party arriving on the scene, breaking out their
equipment and fighting the simulated fire. Team leaders should be giving orders as appropriate
to their crews and passing the word back to the bridge or damage control centre on the
conditions. The fire-fighting crews should be observed for proper donning and use of their
equipment. The PSCO should make sure that all the gear is complete. Merely mustering the
crew with their gear is not acceptable. Crew response to personnel injuries can be checked by
selecting a crew member as a simulated casualty. The PSCO should observe how the word is
passed and the response of stretcher and medical teams. Handling a stretcher properly
through narrow passageways, doors and stairways is difficult and takes practice.
2.5.3 The drill should, as far as practicable, be conducted as if there were an actual
emergency.
2.5.4 Those crew members assigned to other duties related to a fire drill, such as the
manning of the emergency generators, the CO2 room, the sprinkler and emergency fire pumps,
should also be involved in the drill. The PSCO may ask these crew members to explain their
duties and, if possible, to demonstrate their familiarity with those duties.
2.5.5 On passenger ships, special attention should be paid to the duties of those crew
members assigned to the closing of manually operated doors and fire dampers. These closing
devices should be operated by the responsible persons in the areas of the simulated fire(s)
during the drill. Crew members not assigned to the fire-fighting teams are generally assigned
to locations throughout the passenger accommodations to assist in passenger evacuation.
These crew members should be asked to explain their duties and the meaning of the various
emergency signals and asked to point out the two means of escape from the area, and where
the passengers are to report. Crew members assigned to assist passengers should be able to
communicate at least enough information to direct a passenger to the proper muster and
embarkation stations.
2.6 Abandon ship drills
2.6.1 After consultation with the master, the PSCO may require an abandon ship drill for
one or more survival craft. The essence of this drill is that the survival craft are manned and
operated by the crew members assigned to them on the muster list. If possible, the PSCO
should include the rescue boat(s) in this drill. SOLAS 1974 chapter III gives specific
requirements on abandon ship training and drills, of which the following principles are
particularly relevant.
2.6.2 The drill should, as far as practicable, be conducted as if there were an actual
emergency.
2.6.3 The abandon ship drill should include:
.1 summoning crew, and passengers where applicable, to the muster station(s)
with the required alarm and ensuring that they are aware of the order to
abandon ship as specified in the muster list;
.2 reporting to the stations and preparing for the duties described in the muster list;
.3 checking that crew, and passengers where applicable, are suitably dressed;
.4 checking that lifejackets are correctly donned;
.5 lowering at least one lifeboat after the necessary preparation for launching;
.6 starting and operating the lifeboat engine;
.7 operating the davits used for launching liferafts;
.8 conducting a mock search and rescue of passenger trapped in their staterooms (if applicable);
.9 giving instructions in the use of radio life-saving appliances;
.10 testing emergency lighting and low-location lights if applicable for mustering
and abandonment; and
.11 if the ship is fitted with marine evacuation systems, exercising the procedures
required for the deployment of such systems up to the point immediately
preceding actual deployment.
2.6.4 If the lifeboat lowered during the drill is not the rescue boat, the rescue boat should
be lowered as well, taking into account that it is boarded and launched in the shortest possible
time. The PSCO should ensure that crew members are familiar with the duties assigned to
them during abandon ship operations and that the crew member in charge of the survival craft
has complete knowledge of the operation and equipment of the survival craft. Care needs to
be taken when requiring a ship to lower lifeboats. The number of persons inside the lifeboats
during launching for the purpose of a drill should be at the master’s discretion, noting that
SOLAS 1974 does not require persons in the lifeboat during lowering and recovery.
The purpose of this is to reduce the risk of accidents during launching and recovery; however,
this must be balanced out with the risk of embarking/disembarking while the boat is still in the
water, if the boat is to be taken away and run.
2.6.5 Each survival craft should be stowed in a state of continuous readiness so that two
crew members can carry out preparations for embarking and launching in less than
five minutes.
2.7 Enclosed space entry and rescue drills
2.7.1 After consultation with the master, the PSCO may require an enclosed space entry
and rescue drill. The essence of this drill is to confirm that crew members are familiar with the
procedure to enter an enclosed space and to rescue personnel safely, can demonstrate an
enclosed space entry and rescue drill, and can communicate effectively when entering an
enclosed space in case of planned entry and/or an emergency situation.
2.7.2 The place of the drill can be selected at an assumed enclosed space; it is not
necessary to select an actual enclosed space.
2.7.3 The PSCO should check the structure of the enclosed space, the scenarios of the
drills and the responsible officers listed on the muster list where applicable.
2.7.4 The enclosed space entry and rescue drill should include:
.1 checking and use of personal protective equipment required for entry;
.2 checking and use of communication equipment and procedures;
.3 checking and use of instruments for measuring the atmosphere in enclosed spaces;
.4 checking and use of rescue equipment and procedures; and
.5 instructions in first aid and resuscitation techniques.
2.8 Emergency steering drills
2.8.1 After consultation with the master, the PSCO may require an emergency steering drill.
The essence of this drill is to confirm crew members are familiar with the procedure for
emergency steering.
2.8.2 The PSCO may check the procedure and means of communication at both the
navigation bridge and the steering gear room.
2.8.3 The emergency steering drills should include:
.1 direct control within the steering gear compartment;
.2 communication procedure with the navigational bridge; and
.3 operation of alternative power supplies where applicable.
2.9 Damage control plan and shipboard oil pollution emergency plan (SOPEP) or
shipboard marine pollution emergency plan (SMPEP)
2.9.1 The PSCO may determine if a damage control plan is provided on a passenger ship
and whether the crew members are familiar with their duties and the proper use of the ship’s
installations and equipment for damage control purposes. The same applies with regard to
SOPEPs on all ships and SMPEPs where applicable.
2.9.2 The PSCO may determine if the officers of the ship are aware of the contents of the
damage control booklet, which should be available to them, or of the damage control plan.
2.9.3 The officers may be asked to explain the action to be taken in various damage
conditions.
2.9.4 The officers may also be asked to explain about the boundaries of the watertight
compartments, the openings therein with the means of closure and position of any controls
thereof and the arrangements for the correction of any list due to flooding.
2.9.5 The officers should have a sound knowledge of the effect of trim and stability of their
ship in the event of damage to and consequent flooding of a compartment and
countermeasures to be taken.
2.10 Fire-control plan
2.10.1 The PSCO may determine if a fire-control plan or booklet is provided, whether the
crew members are familiar with the information given in the fire-control plan or booklet, and
whether, for tankers, crew members are familiar with the approved stability instrument.
2.10.2 The PSCO may verify that fire-control plans are permanently exhibited for the
guidance of the ship’s officers. Alternatively, booklets containing the information about the
fire-control plan may be supplied to each officer, and one copy should at all times be available
on board in an accessible position. Plans and booklets should be kept up to date, any
alterations being recorded therein as soon as possible.
2.10.3 The PSCO may determine that the responsible officers, especially those who are
assigned to related duties on the muster list, are aware of the information provided by the
fire-control plan or booklet and how to act in case of a fire.
2.10.4 The PSCO may ensure that the officers in charge of the ship are familiar with the
principal structural members which form part of the various fire sections and the means of
access to the different compartments.