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 than normal fire risk; 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
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 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 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.