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10.10 Is the communications equipment in good order?

Notes: The minimum requirements for radio equipment for the vessel should be taken from the Radio Certificate and its attachment Form R or in Form C if the Safety Radio Certificate is combined in the Harmonised Certificate. If the vessel uses EX rated mobile phones within the gas-hazardous area confirm that proper certification is provided.

10.11 Is the satellite EPIRB fitted, armed and labelled correctly and inspected in accordance with the manufacturer’s requirements?

The EPIRB shall be:

 capable of transmitting a distress alert through the polar orbiting satellite service operating in the 406 MHz band;''

 Installed in an easily accessible position;

 Ready to be manually released and capable of being carried by one person into a survival craft;

 Capable of floating free if the ship sinks and of being automatically activated when afloat; and

 Capable of being activated manually. (SOLAS IV/7.1.6)

Satellite EPIRBs shall be annually tested within 3 months before the expiry date, or 3 months before or after the anniversary date, of the Cargo Ship Safety Radio Certificate. The test may be conducted on board the ship or at an approved testing station; and subject to maintenance at intervals not exceeding five years, (SOLAS IV/15.9) Notes: The vessel’s name, the serial number and the maritime mobile services identity (MMSI or 15 Hex ID) should be clearly indicated on the EPIRB.

The inspection of EPIRB’s should include:

 Inspection of the housing to ensure it is undamaged;

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 Inspection of the hydrostatic release unit to ensure it is in good order and in date. Releases should be renewed after two years;

 Inspection of the lanyard, which should be neatly stowed and not attached to the ship;

 Ensuring that the markings remain clearly decipherable;

 Checking the battery to ensure it is in good order and in date. The battery life for most EPIRB’s is 5 years;

 Carrying out a self-test. Most EPIRB’s have a self-test facility which is usually a spring-loaded switch.

When activated a light will indicate that the test circuits are operating correctly and sometimes this will also activate the strobe light. It is recommended that the self-test switch be held for no more than 2 flashes of the strobe light, or no longer than 1 minute after the first self-test mode burst transmission.

When the self-test is activated on a 406 MHz EPIRB, the EPIRB is allowed to radiate a single burst which is specially coded so that it is ignored by the COSPAS-SARSAT system. The EPIRB must never be tested by actual operation.

The annual testing of 406 MHz satellite EPIRB’s required by SOLAS IV/15.9 requires test equipment capable of performing all the relevant measurements detailed in MSC/Circ 1040.

10.12 Are radio emergency batteries in good order and fully charged?

10.13 Are Lists of Radio Signals the latest edition and corrected up to date?

10.14 Is the vessel equipped with sufficient intrinsically safe portable radios for use on deck?

Note: Sufficient portable radios should be available to allow communications between the cargo control, the deck officer, the deck watch and the Master, as well as the pumpman if required.

10.15 Are survival craft portable VHF radios and Search and Rescue Locating Devices in good order and charged?

At least 3 two-way VHF radiotelephone apparatus shall be provided on every cargo ship of 500 gross

tonnage and upwards. (SOLAS III/6.2.1.1)

The two-way radiotelephone should be capable of operation on the frequency 156.800 MHz (VHF channel

16) and on at least one additional channel. (Res. A.890/3.1)

The source of energy should be integrated in the equipment and may be replaceable by the user. In addition, provision may be made to operate the equipment using an external source of electrical energy.

(Res. A.890/12.1) Equipment for which the source of energy is intended to be user-replaceable should be provided with a dedicated primary battery for use in the event of a distress situation. This battery should be equipped with a non-replaceable seal to indicate that it has not been used. (Res. A.890/12.2) Equipment for which the source of energy is intended to be non-user-replaceable should be provided with a primary battery. The portable two-way radiotelephone equipment should be fitted with a non-replaceable seal to indicate that it has not been used. (Res. A.890/12.3) At least one radar transponder shall be carried on each side of every cargo ship of 500 gross tonnage and upwards. The radar transponders shall be stowed in such locations that they can be rapidly placed in any survival craft (other than the forward liferaft). On ships equipped with free-fall lifeboats, one of the transponders shall be stowed in the free-fall lifeboat and the other located in the immediate vicinity of the navigation bridge so that it can be utilised on board and ready to transfer to any other survival craft.

(SOLAS III/6.2.2) Note: The requirements for survival craft two-way VHF radios are contained in IMO Res. A.809(19).

Additional comments:

If the Inspector has comments in respect of the subject matter covered by the Chapter additional to those which the Inspector may make in response to the specific questions in the Chapter, the Inspector should include such additional comments in this section.

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Chapter 11. Engine and Steering Compartments

Policies, Procedures and Documentation

11.1 Is the vessel provided with adequate operator’s instructions and procedures?

Note: Engineering procedures should include at least the following:

 Engine room organisation and operation;

 Unmanned machinery space (UMS) operation, when applicable;

 Reporting equipment deficiencies;

 Engine room emergency preparedness and actions in the event of an emergency;

 Ensuring that all essential engine room equipment is available and fully operational;

 Planned maintenance;

 The control of spare parts.

11.2 Are the duties of the watch-standing officers and ratings clearly defined?

11.3 If the machinery space is certified for unmanned operation is it being operated in that mode?

If the machinery space is certified for unmanned operation but is not being operated in that mode because of unreliability of the UMS plant, record an Observation and describe the reason why. Do not record an observation if a UMS certified vessel is being operated in manned mode for operational purposes and where the manning level permits.

11.4 If the machinery space is being operated manned, are there sufficient engineers on board?

Note: If the machinery space is certified for unmanned operation, it will be likely that the Safe Manning Certificate will allow a reduced number of engineers to be carried. Ensure that the manning level, if operating manned, is not at that reduced level.

11.5 Has the Chief Engineer written his own standing orders and have the watch engineers countersigned the standing and night orders as read and understood?

Notes: Standing order and night order books should be checked to ascertain that all officers are instructed as to their responsibilities. Standing orders should be written by the chief engineer to reflect the specific operator’s requirements, as well as his own, particular to the vessel, the trade and the experience of the engineering officers aboard at the time. It should be updated and signed by each chief engineer as they join the vessel.

Night orders should be written as and when they are required to supplement the standing orders.

11.6 Are there documented procedures that address engine room entry requirements when operating in the UMS mode, and are the personnel on-board aware of these requirements?

Notes: Procedures should be in place to ensure that no-one enters the engine compartment alone, for example to carry out final evening checks during unattended periods, without first informing the bridge.

Contact should be maintained at predetermined periods.

Ratings should not be required to attend the engine room alone during unattended periods.

On vessels where a single engineer maintains a watch, there should be procedures as detailed above to regularly and frequently maintain contact with the bridge or cargo control room, unless a dead man alarm system is fitted.

11.7 Is the dead man alarm system, where fitted, in good order and used as required?

The personnel alarm should automatically give an alarm on the navigating bridge or in the officers’ quarters as appropriate, if it is not reset from the machinery spaces in a period satisfactory to the Administration, but not exceeding 30 minutes. (IMO International Codes on Alarms and Indicators, 1995. 7.1.1)

11.8 Is the engine room log book adequately maintained?

Note: The vessel's SMS system should indicate which fields are required to be completed. When a vessel is operating in the UMS mode, the times when the vessel is UMS should be recorded. Details of bunkering operations and major internal oil transfers should also be recorded. The Chief engineer should sign the log book on a daily basis.

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11.9 Are there procedures to restart essential equipment?

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

 Regain power from the emergency to the main switchboard;

 Charge 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);

 Restart all auxiliaries;

 Restart the main engine and boiler.

11.10 Does the operator subscribe to a fuel, lubricating and hydraulic oil testing programme, and is there a procedure in place to take into account the results?

Note: Report which groups of oils are subject to testing programme and frequency of testing (i.e. Fuel oils, main engine lub oils, hydraulic oils, thermal oils etc. Verify the latest lube oil sample analysis is free from deficiencies. Record any deficiencies found.

11.11 Are detailed bunker transfer instructions available?

Notes: All bunkering operations should be carefully planned and executed. Pollution caused when heavy fuel oil is spilt is particularly damaging and difficult to clean up.

Personnel involved in the bunkering operation onboard should have no other tasks and should remain at their workstations during topping off. This is particularly important when bunkers are being loaded concurrent with cargo operations, so that conflicts of interest for operational personnel are avoided.

Planning of bunkering operations should include the following:

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

 Specific procedures for storage and separation of different grades/Sulphur content of bunkers.

 The maximum filling volume;

 Controls for the setting of bunker system valves;

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

 Arrangements of bunker tank ventilation;

 Internal tank overflow arrangements;

 Verification of gauging system operation and accuracy;

 Alarm settings on overfill alarm units;

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

 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;

 Method of determining the temperature of the bunkers during loading;

 Communications procedure for the operation, including emergency stop;

 Changing over tanks during loading;

 Containment arrangements and cleanup equipment to be available;

 Manning requirement to execute the operation safely.

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

It is preferable that a diagram of the fuel oil transfer piping be attached to the plan.

11.12 Is the vessel able to safely comply with SECA/ECA legislation or other local requirements regarding use of low sulphur fuels in boilers?

Notes: Use of low Sulphur distillate fuels presents a safety risk in boilers that have not been specifically designed or modified for such use and inspectors must establish that the boilers are certificated to be able to safely burn these bunkers or that an alternative method of heating is utilised that does not require operation of the boiler in port. The OCIMF/INTERTANKO information paper "Recommendations on the Hazard Assessment of Fuel Changeover Processes" provides further guidance. If the vessel is not trading in areas where low Sulphur is required, the question is to be answered 'NA'.

11.13 Are written instructions provided to control the change from residual to low-sulphur fuels?

Notes: Instructions should demonstrate that all aspects of the process have been considered and set out the steps to be followed when changing main boiler(s) and auxiliary machinery fuel supply from residual to low Sulphur fuel oil and vice versa to ensure an uninterrupted fuel supply. The OCIMF/INTERTANKO information paper "Recommendations on the Hazard Assessment of Fuel Changeover Processes" provides further guidance. If the vessel does not trade in SECA areas, question to be answered ' NA'.

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