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8/2/2019 Cdi 2010 Hit List
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CDI SHIP INSPECTOR'S SEMINAR 2010
HOT INSPECTION TOPICS LIST # 2
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1. CERTIFICATES AND MANAGEMENT
SIR nr SIR Question - Guidance Comments - Interpretation
Remark
Section A.1
Information in Remark Section should indicate:
> any particular inspection circumstances: at anchorage, different terminal and/or days, maiden voyage after delivery, if a
Port State Control/Marpol/port authority inspection takes place during the CDI inspection,
> changes of ownership, management, name, flag, etc during the previous year, or since last CDI inspection
Remark
Section 1.1
The remark section should indicate when the ship's certificates are Provisional, Interim, Extended, Conditional, reporting
also the validity date and the reason why the certificate is not definitive (example: renewal survey, change of class or
management, )
1.1.8
1.1.9
Cargo Ship Safety Equipment Certificate
Cargo Ship Safety Radio Certificate
These certificates should be supported by the following annual test/performance reports by a service company:
> AIS annual test report (IMO MSC 1 circ 1252)
> annual testing of VDR and S-VDR (IMO MSC 1 circ 1222)
7.1.2
3.2.7
6.5.10
There should be readily available specific and
detailed emergency procedures/plans
> Personnel are familiar with the appli cable
emergency procedures as listed in the Guidance
Notes for 7.1.2
The IMO circ MSC MEPC 2, 'requirements on carriage of publi cations on board ships' annex 5, is stating that 'the
publications for emergency use should always be available in the form of hard copies without being restricted to a specific
place and by the availability of a compute'.
Similarly when the SMS is p rovided in electronic format, the emergency procedures under 7.1.2 should also be readily
available as hard copies.
> Deck officers should be able to p romptly identify the location of the emergency procedures manual.
> Engine officers should be able to promptly identify the location of the emergency procedures manual.
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2. NAUTICAL MANAGEMENT
SIR nr SIR Question - Guidance Comments - Interpretation
3.1.1
3.2.8
ECDIS
> There is a Company Manual detailing
navigation procedures and bridge organization
> Bridge team personnel are familiar with other
aspects of the bridge and navigational policies
and procedures .
> When an ECDIS is fitted, t he SMS should describe in details the company pol icy and requirements.
> All watchkeeping officers should be familiar with the company ECDIS policy.
3.1.49
3.1.15
3.1.28
3.2.5
ECDIS
> Corrections of charts (paper and / or electronic)
are up to date to latest Notices to Mariners
received .
> Navigation warnings are taken into account in
passage planning and during the voyage
> Navtex navigation warnings are correctly
managed and filed.
> Bridge watchkeeping officers are familiar with
the operation of all bridge equipment
> When an ECDIS is fitted, i t should be verified that t he P&T's notices, the navigational warnings and the navtex messages
are reported on the relevant charts.
> If the ECDIS does not provide the possibility t o manually introduce text messages and warnings, this must be observed.
> All watchkeeping officers should be familiar with the introduction of text messages in ECDIS.
3.1.25
3.1.1/3.2.8
ECDIS
Charts in use are appropriate for the intended
voyage.
Reviewing past voyages on screen should demonstrate that ALL relevant largest scale charts were available for the passage.
The relevant company policy should be verified with the navigation officer (see also 3.1.1 & 3.2.8 )
3.1.17 / 18
ECDIS
More than one method of fixing position was
used during deep sea passages & in coastal waters
Efficient and effective cross checking of positions should be implemented, particularly on ECDIS where marking a radar
position on screen is not practically possible.
The watchkeeping officer should demonstrate the reporting of a radar position on the ECDIS ; overlaying the radar screen
on the ENC is not equivalent (see also 3.2.5: officers are familiar with the operation of all bridge equipment) .
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3. CARGO MANAGEMENT & PORT OPERATIONS
SIR nr SIR Question - Guidance Comments - Interpretation
5.1.46 Precautions are taken against nitrogen
overpressure
Operating instructions of the nitrogen cylinder station for tank padding, blanketing or purging should be posted locally.
5.1.45
8.2.11
> There are records indicating the regular testing
of the Inert gas/N2 system
> All oxygen analyzers are calibrated as per
manufacturer's instructions, calibration checks
recorded, and appear in good operating condition
Nitrogen plant are frequently being retrofitted; the calibration of the oxygen analyzers for the plant and for the nitrogen
room (when fitted) should be recorded, and correctly performed.
> Manufacturer's instructions often require to calibrate t he oxygen analyzer of the nitrogen p roduction plant on ambient air
instead of zero O2 content; the calibration should obviously be performed with nitrogen span gas.
> The nitrogen plant may not provided with a permanent nitrogen span gas bott le for the calibration check of the ox ygen
analyzer; this should be observed.
> When fitted, the fixed oxygen detector of the nitrogen room should be included in the maintenance records for its routine
calibration check .
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4. ENGINE ROOM & MACHINERY
SIR nr SIR Question - Guidance Comments - Interpretation
11.2.7
7.1.22
> Personnel are familiar with other aspects of
Environmental Protection
> Controls are in place for small craft alongside
> While discharging oily residue to the shore facility, there should be evidence that safety precaut ions, equipment and
transfer plan is available; firefighting and spill equipment should be deployed.
> The transfer connection should be continuously manned, and effective communication means should be available to the
persons in charge.
> if applicable the necessary control or permits for the slop barge should be in place.
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PDF CDI Seminar 2010 HIT list Page 6 of 6
5. SAFETYHEALTH & POLLUTION PREVENTION
SIR nr SIR Question - Guidance Comments - Interpretation
7.1.16
7.1.19
7.2.4
> Risk assessments are being carried out
> Company procedures and permits are in use and
adequately/appropriately completed for work on
pipelines and pressure vessels.
> Personnel are familiar with other aspects of
Operational Safety
> It should be verified that the necessary working permits and risk assessments have been issued before the annual hydraulic
pressure testing of cargo, bunker and safety piping systems.
> Pneumatic tests with air of t hese piping is a considerable hazard, and should not be allowed by the company procedures.
> The chief officer and chief engineer should explain how the pressure was built up, and a company procedure should
describe the topic of 'pressure testing on board'
> If pneumatic testing is carried out instead of hydraulic testing, this should be reported under 7.2.4
11.1.24 > The arrangements for the disposal of bilge
wells from spaces not serviced by the Engine
Room oily-water separator system are adequate.
> GN: Overboard discharges should be secured
(lashed, sealed, etc.), and appropriate notices
posted.
> MSC-MEPC.4/Circ.3, 19/12/2008 : The primary purpose bilge discharge piping systems is to secure the ship's safety in
the event of emergency situations, such as fire or flooding and which, as such, must be available for use at all times.
Such piping must not be blanked !
> The guidance note 11.1.24 implies a clear service marking of the valves and of the overboard discharges.
10.1.3
10.1.7
7.1.4
> There are records indicating the launching of
the lifeboat(s) in compliance with Statutory
requirements
> The rescue boat is waterborne monthly
> There are programme and records to indicate
that training drills and exercises to prepare for
emergency actions are held
For new buildings, or when the vessel change management:
> an effective lifeboat and firedrill should be held before sailing.
> the lifeboat and the rescue boat, when applicable, should have been manoeuvred in the water with the actual crew.
Testing of the equipment by the shi pyard personnel or a company representative before delivery of the vessel is obviously
not equivalent.