🚤 OVID -- Commun 2/4 (Safety and Security)

One of the primary functions of the safety officer is to inspect all areas of the vessel/unit on a regular basis for safety compliance and to report any deficiencies noted. The purpose is to raise awareness, prevent accidents and to identify regular occurrences that might require the operator’s intervention on a fleet-wide basis. The function of the safety officer may not involve equipment maintenance, although it does include identifying equipment deficiencies. Safety Officer training can include in-house or formal shore based training. Training records must match the job description for the Safety Officer within the Safety Management System. The safety officer should work closely with any project-appointed HSE personnel.

Note: PPE may include as boiler suits, safety footwear, gloves, eye and ear protection, safety harnesses, fall arrestors, and chemical protective equipment etc. Procedures should include the company's requirements for the inspection and replacement of PPE.

Documented guidance relating to the use of equipment for specific tasks should be provided, preferably in the form of a matrix. Working areas should have clear signs indicating PPE requirements.

Safety meetings permit and record safety discussion among the vessel/unit’s officers and, ratings and contractors where appropriate where these relate to safety. Although beneficial to crew (and could be included in the agenda), the primary function of Safety meetings should not be used for the purposes of instruction or training. COSWP 2010 recommendations: 6-15 Crew 1 member elected by officers and ratings together. 16+ Crew 1 elected by officer, 1 by ratings. Over 30 ratings 1 elected by officers + 3 elected by rating, from deck, engine room and catering. Safety Committee Meetings are only. mandatory if safety reps are elected.

Near misses or incidents should be investigated based on the potential of the incident. Port State Control deficiencies should be recorded as non-conformities. Confirm these items are closed with the stipulated close out dates. Inspector to record any overdue close out items Inspector should sample a report and note if any breaches of regulations in incident report.

Training can be achieved by CBT and/or inhouse training and is not required to be a formal course.

There should be no smoking at food preparation area. Common areas such as restrooms, cafeterias or conference rooms should be designated as non smoking. Restrictions should include specific controls when the vessel/unit is in the 500 m/ safety zone.

Have assessments been completed for all/new identified substances? Reference COSHH or other industry best practice. Have assessments been communicated to the relevant personnel? Do personnel use the assessments? Are re-assessments carried out and conveyed to the relevant personnel? Best practice is for all chemicals to be stored within dedicated storage areas with appropriate labelling, safety data sheets and segregation and as per risk assessment findings.

This to include the handling, storage and disposal of materials such as shipboard chemicals, lithium batteries, radioactive sources and biocides, together with appropriate formal training and qualification. Best practice is to have hazardous substances listed within the SMS stored in areas with secondary containment

There should be records available that demonstrate that the Safety Officer carrying out a systemic inspection of all areas of the vessel/unit. Suitable records should be available and, where appropriate, defect/non-conformity reporting.

Inspector should seek evidence of safety observations records demonstrating that system is effective.

Check that the space is not being used for storage or alternative accommodation. Check hospital inventory is maintained to correct levels. Check cleanliness of the hospital.

Inspector to detail which officer is designated to medical care and state their medical training.

Record date last checked and by whom.

Check Inspection records. Check the fire and safety plan for the minimum number and distribution of first aid kits. Check eye wash stations.

Check Inspection records.

Check training and medical records

Dedicated Medical advice should be in place and available 24hrs a day. Emergency numbers should be posted or readily available.

There should be evidence of a documented medical evacuation plan in place and this should be used during appropriate drills. Confirm if in bridging document or standalone procedure and is the process understood?

It is recommended that medical drills are carried out at least biannually and records kept of participants along with drill report and any close out items.

The procedure should apply to work arising from temporary and permanent changes to organisation, personnel, systems, process, procedures, equipment, products, materials or substances, and laws and regulations. Work should not proceed unless a Management of Change process is completed which should include, as applicable: a risk assessment conducted by all impacted by the change; development of a work plan that clearly specifies the timescale for the change and any controls; measures to be implemented regarding:; equipment, facilities and process; operations, maintenance, inspection procedures; training, personnel and communications; documentation; authorisation of the work plan by the responsible person(s) through to its completion.

For example, the addition or removal of vessel or contractor equipment and related changes to procedures. Confirm suitable records are in place where appropriate.

May include the requirement for Class approval. Vessel/unit systems could include hydraulic, electrical, air, water, drainage and safety systems, such as fire detection.

On-board training in the use of life-saving appliances, including survival craft equipment and in the use of the vessel/unit’s fire extinguishing appliances shall be given as soon as possible after a person joins a vessel/unit. Also are the following items covered in the induction? Emergency phone number; HSE information sources; Notice/bulletin boards etc?; Inductees met by Master?; Who is the medic and what his working hours?; Reporting of allergies to the Medic and any medication being taken; Mobile phones policy?; Safety Reps? (if applicable); Introduction to Supervisor?. Familiarisation should be appropriate to their level of role onboard and appropriate training records should be maintained.

Lifeboat and fire drills should be carried as required by the flag State. Check that all personnel on board are required to routinely participate in drills. Drills shall, as far as practicable, be conducted as if there were an actual emergency Note: Emergency procedures should at least include collision, grounding, flooding, heavy weather damage, structural failure, fire, explosion, gas or toxic vapour release, critical machinery/equipment failure, re-start after partial or total power failure, rescue from enclosed spaces, serious injury, security and helicopter operations.

Check arrangements for raising the alarm and for deploying flotation and recovery equipment and appropriate checklist to be readily available on bridge. The plans and procedures shall identify the equipment intended to be used for recovery purposes and measures to be taken to minimize the risk to shipboard personnel involved in recovery operations (SOLAS III/17-1). MSC.1/Circ.1447 "Guidelines for the development of plans and procedures for recovery of persons from the water" can be used as reference guidelines.

All personnel shall be given instructions which shall include but not necessarily be limited to: use of lifejackets and thermal protective aids; launching and operation of survival craft; problems of hypothermia, first-aid treatment for hypothermia and other appropriate first-aid procedures; special instructions necessary for use of the vessel/unit’s life-saving appliances in severe weather and severe sea. conditions.

Persons who will operate maritime battery systems or perform inspection or maintenance of such systems must have following training: potential risks and hazards related to the use of maritime battery systems; adapted safety training, procedures, plans and instructions, including any checklists to check the technical condition. and suitability of the marine battery system before use; equipment-specific training. Completed training must be documented Ref to: Guidelines on requirements for training. in chemical energy storage (maritime battery systems). NMD CIRCULARS. DATE: 1/26/2022 VALID TO: 12/31/2027 SERIES: RSV NUMBER: RSV 4 - 2022 CASE NUMBER: 2021/166378

If the vessel/unit is NOT required to have an approved Ships Security Plan (SSP) because of vessel/unit's tonnage or trading area, are there Security Procedures in place?

The passage plan and voyage charts should contain security related information for each leg of the voyage. In order to plan a voyage or transit through a security risk area, the Master should have available current threat information and a security risk assessment based on that information. The information available should include: Relevant UKHO or equivalent security charts; Industry best management practice guidance (BMP) publications; Regional guidance where available; Company specific guidance regarding recommended routeing, speed, waiting areas and anchorages. A detailed threat and risk assessment should be completed for each voyage and activity within a security risk area. This should be reviewed and updated prior to entering an area which requires an increased state of readiness and vigilance and the passage plan amended if necessary. The passage plan should identify points where there will be, for example: Changes to security levels; Points at which maritime reports should be made (e.g., entering a VRA/VCR); Enhanced bridge manning levels (e.g., extra lookouts); Vessel speed requirements; Restricted access controls; Voyage day/night transit considerations; Hardening of the vessel; No planned maintenance on voyage critical equipment. The vessel operator should have provided bridge security cards and/or checklists to ensure that all security related considerations were included within the passage plan. The ships security plan is confidential and approved by flag state. Where the master advises that the ship security plan and any other plans relating to security are confidential, the inspector should only confirm their existence by inspection of the front cover. The inspector should address the question based on those documents and records that are not considered confidential in conjunction with the explanations of the accompanying officer. Where a comment is required to support an observation, it must not provide any detail relating to the content of plans or risk assessments that are reported as confidential. Inspectors should note that a company may instruct its vessel not to participate in a VRA based on their own internal security assessment. In these circumstances the voyage planning records should identify the VRA reporting points and indicate that reports must not be made to comply with company instructions. Reference Publications: Global Counter Piracy Guidance for Companies, Masters and Seafarers / BMP5 Best Management Practices to Deter Piracy and Enhance Maritime Security in the Red Sea, Gulf of Aden, Indian Ocean and Arabian Sea / BMP West Africa. Best Management Practices to Deter Piracy and Enhance Maritime Security off the Coast of West Africa including the Gulf of Guinea. 1st Edition / ReCAAP: Regional Guide to Counter Piracy & Armed Robbery against Ships in Asia (2021).

Inspector should sight and, where necessary, review the company procedures for hardening the vessel when entering areas of increased security risk. Inspector should review: Vessel Hardening Plan (VHP); Records of implementation of the VHP such as logbooks, work planning records, reports, photographs etc; Inventory of hardening materials; Inspection and maintenance records for security equipment such as water cannons, CCTV, infrared detection. cameras, etc. During the inspection, inspect the hardening materials currently stored on board. If the vessel is hardened in accordance with the VHP at the time of the inspection, verify that LSA and FFA is accessible and unobstructed. During discussion with the Ship Security Officer, verify their familiarity with the company procedures for hardening the vessel when entering areas of increased security risk, particularly the VHP. Where the VHP was reported to be an integral part of the ship security plan and confidential, the date of the last review/major changes to the plan should be sighted to verify that a VHP plan existed. Reference Publications: IMO: ISM Code / OCIMF: Guidelines to Harden Vessels. First Edition.

The vessel operator should have developed procedures, in accordance with the Ship Security Plan (SSP), to control access to the vessel in port and to ensure the safety of visitors. These procedures should include: Access control; Visitor Induction. When boarding the vessel, observe the security arrangements and induction and familiarisation procedures for visitors. During the course of the inspection, observe the arrangements for regular patrols of the deck to monitor potential unauthorised access points.

Inspector should sight the 24-hour contact details for the CSO. Verify with the Master or SSO that: They were familiar with the company procedures for voluntary security reporting in VRAs; SSAS, LRIT and dedicated standalone security communications equipment, if fitted, is in satisfactory condition,. regularly tested and records maintained. Inspector should verify that participation in operational VRAs had been considered during each passage planning phase, and; Where security reporting to VRAs was required by company procedures, there was evidence that reports had been made as required, or Where security reporting to VRAs was not to be made in accordance with company procedures the passage plan was annotated with the actions to take, if any, when passing reporting points. Inspector should verify officer awareness of the: Purpose and operation of the SSAS, LRIT and dedicated standalone security communications equipment, if fitted; 24-hour contact details of the CSO. Inspectors should not request details of communications equipment or to sight test and maintenance records

Inspector should; Sight and verify the SSO’s Certificate of Proficiency; Sight and where necessary review, the sections of the SMS relating to ship security; Sight evidence of regular security inspections of the vessel by the SSO; Sight the ship security records for the last 10 port calls; Interview the SSO to verify their familiarity with their role, responsibilities, and duties; Interview a rating to verify their knowledge of vessel specific security procedures.

The vessel operator should have developed procedures for cyber risk management that: Identified the roles and responsibilities of users, key personnel, and management both ashore and onboard - The. officer with responsibility for cyber risk management on board. Identified the IT (information technology) and OT(operational technology) systems at risk on board such as Cargo. management systems, Bridge systems, Propulsion and machinery management and power control systems, Access control systems, Administrative and crew welfare systems, Communication systems. Described technical protection measures to protect against a cyber incident such as Physical security of network. components, Anti-virus software, Application software management, Back-up facilities, Control of crew internet access, Control of administrator profiles, user profiles and passwords. Described procedural protection measures to protect against a cyber incident such as Cyber security training and. awareness raising for crew members, Control of local and remote access to the IT and OT systems, Control of the use of personal devices on board, equipment disposal (including data destruction), Contingency plans for possible cyber incidents. Inspector should check the following are in place; Company procedures for cyber risk management; Inventory/register of sensitive IT/OT systems; Cyber Contingency plans are available in hard copy; Contact details for technical support are available (from either vessel operator or external IT contractor); Records of cyber security training. The inspector should not request to review any of the documents and records above considered to be confidential. Reference Publications: ISM Code / MSC-FAL.1/Circ.3 Guidelines on maritime cyber risk management / The Guidelines on Cyber Security Onboard Ships Version 4 / Resolution MSC.428(98) Maritime cyber risk management in safety management systems.

A permit to work system should: cover all areas of the vessel/unit; address vessel/unit crew and contractor work scopes; define the scope of work; identify hazards and assess risk; establish control measures to eliminate or mitigate hazards; link the work to other associated work permits or simultaneous operations; be authorised by the responsible person(s); communicate the above information to all involved in the work; ensure control over the return to normal operations. The system should cover, as a minimum, the following activities: hot work; confined space entry; hazardous tasks; work involving high voltages; working at height and over the side; Lock Out/Tag Out processes; the need for multiple permits; work on stored systems containing stored energy e.g. pressure vessels.

e.g. Performing authority, Area Authority, Isolating Authority, Gas Tester, Fire Watch and Enclosed Space standby

As best practice the register should record the permit number, area of work, summary of task, date/ time permit is issued, revalidated and finally cancelled on completion of work. For isolations, the register should record the isolation certificate number, summary of equipment isolated date / time of issue and final cancellation.

Best practice limits a permit's validity to specified individuals on a single shift. A new PTW should be raised after shift change.

Procedures should include specific training on an individual's roles and responsibilities.

Check that the audit is carried out by shore and vessel management. Check that there is an effective process of auditing permit compliance, at least on a monthly basis.

The policy or statement should develop and encourage a “Stop the job” culture if anyone feels unsafe or uncertain about any aspect of a task or operation.

Any work on energy systems; mechanical, electrical, process, hydraulic and others; should not proceed unless:; the method of isolation and discharge of stored energy are agreed and executed by a competent person(s); any stored energy is discharged; a system of locks and tags is utilised at isolation points; a test is conducted to ensure the isolation is effective; isolation effectiveness is periodically monitored (is there evidence of positive isolation?). Check also if a long-term isolation record is maintained and if there is evidence of a policy for the temporary re- instatement of systems.

'High Voltage' is generally deemed to be >1000 volts (or less if company specifies). Procedures should require a re-test for dead when a change in conditions associated with the work is experienced. Procedures should require two personnel to be present when working on exposed conductors.

HV Training and Awareness procedures should be in place and staff should be aware of potential hazards associated with high voltage systems. Procedures may include, but are not limited to: Awareness training to understand the risks of high voltage electricity; Safe system of work for maintenance procedures; Repairs/maintenance of high voltage equipment only conducted by certified/competent persons; Use of Lock Out / Tag Out system and warning signs during maintenance or repair; Medical emergency procedures.

Hot work' is defined as any work involving sources of ignition or temperatures sufficiently high to cause the ignition of a flammable gas mixture. In conducting hot work: the workspace and bilges shall be clean, dry and free of oil; the vessel/unit should be outside the 500m or safety zone of an installation; the workspace and enclosed spaces should be tested immediately prior to starting the Hot Work and shown to have an. LEL of less than 1 percent all meters used shall be properly calibrated and their function tested just prior to being used; the atmosphere should be monitored and ventilated throughout the hot work; work pieces should be clamped into position and not held by hand; fire resistant blankets should be used to shield other areas and prevent sparks from falling to lower levels; fire hoses should be rigged and charged with water at all times; a trained fire watch should be continually in attendance; if outside machinery spaces/workshops, all cargo operations and oil transfers should be stopped; if multiple repairs are to be carried out in different locations, each job should be planned and executed as an. individual and separate repair all other work must be considered Gas testers should be trained and deemed competent. A hot work permit should cover the requirements for a fire watch and fire watchers should be trained and deemed competent. The fire watch should continue until there is no further danger. Best practice is for hot work to stop well before a permit is due to expire to allow the fire watch to continue under its control.

Welding and other equipment used for hot work should be carefully inspected before each occasion of use to ensure that it is in good condition. Where required, it must be correctly earthed. Special attention must be paid when using electric arc equipment to ensure that: electrical supply connections are made in a gas free space; existing supply wiring is to carry the electrical current demand without overloading, causing heating; insulation of flexible electric cables is in good condition; the cable route to the work site is the safest possible, only passing over gas free or inerted spaces; the welding return lead should be connected as near as practicable to the welding arc; metal rails, pipes and frames. should not be used as part of the welding circuit unless they are a part of the work piece itself.

Check records of inspection. Confirm that flashback arrestors are fitted and in good order. Flashback arrestors should be fitted at both the cylinders and workstation as recommended by the USA Operational Safety and Health Admin (OSHA) the UK Health and Safety Executive and other national safety authorities where long lengths of piping between the cylinders and the blowtorch are involved.

Notes: Oxygen will not burn or explode, it only supports combustion; however, a small amount of excess oxygen will allow materials which are not normally combustible to burn with ferocity. Industrial oxygen cylinders are painted blue. Acetylene is 92.3% carbon and 7.7% hydrogen, is lighter than air and is highly flammable with a LEL of 2.5%. Acetylene cylinders are painted maroon. Oxygen and Acetylene should be kept in separate compartments except in the case of the cylinders that are in use, which may be stored in the same compartment. Cylinders should be stowed away from heat sources and should not be in heavy traffic areas to prevent accidental knocking over or damage from passing or failing objects. Valve caps should remain on cylinders not connected for use. Full and empty cylinders should be segregated. Cylinders should be stored with the valve end up. Storage areas should be free of combustible material and not exposed to salt or other corrosive chemicals. Check whether there is a procedure in place to verify the contents of gas cylinders. Where the total number of acetylene and oxygen cylinders (regardless of size) including spare cylinders does not exceeded 8, both gases may be kept in the same room. Where the total number of acetylene and oxygen cylinders (regardless of size) including spare cylinders exceeds 8, the gas cylinder central shall consist of two gas-tightly separated rooms, one for acetylene and one for oxygen. (NMD Reg 422 (25th Apr 2002) §14).

Supply voltage should be documented by inspector. Procedure should also include controls on the use of wandering leads and their inspection and maintenance requirements. Double insulated tools or powered by low voltage isolation transformer should be considered to protect personnel from electric shock.

Is there documented procedure for testing portable appliance/equipment within SMS including the use of portable electrical equipment on deck? Is an annual audit of portable electrical equipment carried out? Record the last audit date of the portable appliances/equipment. Reference: IEE Code of Practice for In-service Inspection and Testing of Electrical Equipment.

All spaces not normally ventilated should be considered as 'enclosed spaces'. An enclosed space is any enclosed area that: is large enough for personnel to enter; has limited or restricted means of entry; is not designed for normal or continuous occupancy. It can be any space of an enclosed nature where there is a risk of death or serious injury from hazardous substances or dangerous conditions (e.g. lack of oxygen, machinery located within the space, etc). Enclosed spaces include cargo tanks, bulk tanks, ballast tanks, fuel tanks, water tanks, lubricating oil tanks, slop and waste oil tanks, sewage tanks, cofferdams, duct keels, void spaces and trunkings, pipelines or fittings connected to any of these. They also include any other item of machinery or equipment that is not routinely ventilated and entered, such as boilers and main engine crankcases.

Procedures should ensure that no person shall enter any enclosed space unless all other alternatives to entry have been considered and: a valid entry permit has been issued (Note: some permit systems may require a work permit in addition to an entry. permit for work conducted in an enclosed space). Lock Out/Tag Out of pipework and machinery has been completed with fully completed isolation tags and locks in. place (as required). the work space has been tested and found gas free; ventilation is maintained throughout entry and the atmosphere is monitored; adequate lighting, including a back-up source and safe access has been provided; during the hazard assessment phase, the vessel/unit's contingency plan for enclosed space rescue should be reviewed. to ensure it is appropriate for the specific entry, its contents discussed and the necessary equipment readily available. an experienced person should be standing by who is capable of initiating the alarm/response procedure; communications procedures have been agreed. MO(D)U Code IMO RESOLUTION MSC.358(92) and 1989/2009 MODU Codes (Chapters 14.13/14.14) have requirements for enclosed space entry and rescue drills. 14.13 Enclosed space entry and rescue drills. Crew members with enclosed space entry or rescue responsibilities should participate in an enclosed space entry and rescue drill to be held on board the unit at least once every two months. Each 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; 5 instructions in first aid and resuscitation techniques.

Check calibration records and that tests and inspections are included in the vessel/units planned maintenance system.

Portable oxygen and gas analysers are analysers used to evaluate the atmosphere of an enclosed space prior to entry. Training records should be maintained for are personnel responsible for testing atmosphere. Shoreside calibration by a service provider approved by the maker is acceptable in lieu of calibrating onboard. Where calibration is carried out onboard, at least one officer should have evidence of appropriate training (CBT, shore based course or similar).

A permit may be required, for example, when any worker is: exposed to a possible fall of two metres or more; working near an exposed edge; working outside of the vessel/units side railings; working over the vessel/unit’s side; using scaffolding If fall arrest equipment is to be used it must have:; a proper anchor and suitably mounted; a full body harness using double latch self locking snap hooks at each connection; synthetic fibre lanyards; a shock absorber. A visual inspection of the fall arrest equipment should be completed prior to use and any damaged or activated components taken out of service?

Inspector should carry out a general visual inspection of all cranes and inspect condition of main components of crane including pedestal and foundation.

e.g. chain register/ lifting appliance register, planned maintenance system, etc. Note: Lifting devices include: Pedestal cranes; Mobile cranes; Overhead gantry cranes; Loose lifting gear; chain hoists, lever hoists, slings, shackles, pendants etc; Wire line masts; Draw works and travelling block; Lifts for persons or goods; Abseiling equipment; Sling-sets attached to containers or pieces of equipment; Runway beams and pad eyes to which lifting equipment is anchored or fixed; Emergency escape equipment found on offshore installations such as lifeboats (including any davits, winches, ropes,. etc.) and Donuts. Periodic inspection should be carried out in accordance with the relevant legislation and such inspections may be carried out by third parties. All equipment, which requires thorough examination should have been identified. Prior to using lifting equipment for the first time a thorough examination should be carried out, unless the equipment has not been used before and is not more than 12 months old. A thorough examination must be carried out if the safety of the lifting equipment is dependent upon installation or assembly conditions. All lifting equipment deteriorates in use and therefore a thorough examination must be carried out. Examples of thorough examination intervals are: every 6 months if the equipment and lifting accessories are used for lifting persons; every 12 months for all other lifting equipment (chain hoists, lever hoists etc). A thorough examination should also be carried out following exceptional circumstances which may have jeopardised the safety of the equipment, for example, following an overload or change out of a major load path item. In addition to thorough examinations, where user risks have been identified inspections should be carried out. The inspection should include visual checks and function tests and be carried out by persons competent to do so. Any lifting equipment used for lifting persons should be formally designed, constructed and inspected for manriding operations, by an independent third party

Inspector to provide date of last survey/inspection and due date for next survey/inspection

Inspector to provide date of last test and due date for next test. Periodic NDT inspections should be completed by competent party and completed on at least 5 year cycle. Inspector to detail date of last NDT inspections

PMS should provide detail for inspection, maintenance and changeout schedule for all key crane systems including periodic structural inspection process for all main structural components (boom, gantry, foundation).

Inspector to provide detail and date of modifications/repairs.

Loose lifting equipment includes wire or webbing slings, shackles, eyebolts, etc. Throughout the life of any piece of lifting equipment it must be accompanied by a valid certificate to show that it has been manufactured properly and subsequently received thorough examination, to ensure continued integrity and fitness for safe use. For small items of equipment such as small shackles, batch certificates may be issued. Examples of Inspection and maintenance programme may include; on board inspection regimes; change out on a periodic basis of a rigging locker or,; the use of third party inspection companies.

Examples include emergency stops, load and overload indicators, limit switches (e.g., hook stop).

Safe Working Load (SWL) - the maximum load that the equipment may safely lift. If it is not possible to mark the equipment with the SWL, a coding system or labels may be used. If the SWL is dependent upon the configuration of the equipment, the SWL for each configuration should either be marked on the equipment or the information kept with the equipment where it is readily available to the operator, for example load-radius charts. Where the SWL changes with the operating radius of the equipment, a load-limiting device may need to be fitted to inhibit the equipment and provide visual and/or audible warnings. Any structural element of a piece of lifting equipment which can be separated from the equipment (boom section, slew ring, etc.) should be marked to indicate the equipment of which it is a part. Where a number of accessories are brought together and not dismantled, for example a spreader beam with slings and shackles, the assembly should be marked to indicate its safety characteristics. Lifting equipment and accessories should be marked with any relevant safety information such as the thickness of plates, which may be lifted with a plate clamp. Lifting equipment designed for lifting persons should be marked as such and the carrier should display the SWL and maximum number of persons, which may be carried.

The equipment should be hard stamped e.g. ferrules on wire slings: affixed with a metal plate; e.g. chain hoist; or painted onto the equipment; e.g. runway beams.

Check that it is being adhered to, i.e. no evidence of wrong colour/non-coded equipment in use, that non-coded/wrong colour equipment is quarantined (and access to same is denied).

Including the use of check lists. Inspectors should verify that checklists for equipment are in use and where defects are identified they are being addressed via the maintenance supervisor and the PMS.

The plan will need to address the risks identified during a risk assessment and should identify all resources, procedures and responsibilities necessary for safe operation. The degree of planning will vary considerably depending on the type of lifting equipment and complexity of the lifting operation and degree of risk involved. There are two elements to the plan: the suitability of the lifting equipment and the individual lifting operation to be performed. As a means of minimising risk, the plan should consider the following areas: working under suspended loads; breakdown in communication during blind lifting; attaching/detaching the load; environment and location; proximity hazards; lifting persons with non-dedicated equipment; overloading; pre-use checks by the operator; deterioration in the condition of lifting accessories; the experience, competence and training of all associated personnel. Following a risk assessment and preparation of a standard instruction or procedure, the person using the equipment can normally plan routine lifts on an individual basis. A routine plan should be reviewed on a regular basis to ensure that it remains valid. For any lifting operation it is necessary to: (a) ensure that a risk assessment is in place (b) select suitable equipment for the range of tasks (c) plan the individual lifting operation Particular responsibilities are placed on the deck crew and crane operator to ensure that radio communication is maintained, especially during blind lifting. Lifts utilising cranes, hoists, or other mechanical lifting devices should not commence unless: an assessment of the lift has been completed and the lift method and equipment has been determined by a competent. person(s) operators of powered lifting devices are trained and certified for that equipment; rigging of the load is carried out by a competent person(s); lifting devices and equipment have been certified for use within the last 12 months (at a minimum); the load does not exceed dynamic and/or static capacities of the lifting equipment; any safety devices installed on lifting equipment are operational; all lifting devices and equipment have been visually examined before each lift by a competent person(s).

Check for a quarantine area on board the unit, Inspector to document if the quarantine area is secure from reuse once items are deposited. Inspectors may be advised that damaged equipment is destroyed to prevent re use and should check for procedures that document this requirements and examples /records of equipment with drawn from service and destroyed.

For all methods of transfer, a risk assessment should be carried out prior to operations to ensure that transfer can be completed in a safe manner. Crane/Lifting Operations A means of communication must be provided between the passenger and the lifting equipment operator. May be. either hand signals or radio communication. The equipment must be manned at all times during person-lifting operations; Reliable means of rescue available in the event of equipment failure; Appropriate supervision is made available for the operations; Suitable PPE should be worn and Personnel Locator Beacons (PLB) should be considered and used if available If a. crane is to be used for lifting persons it should be class approved for Man Riding operations and the following must be in place: Free-fall capability lock-out; Hoisting and lowering limiters; Rated capacity indicator and limiter; Schedule of daily inspections of the crane or winch and carrier by a competent person; Is there instruction for all persons involved; passenger, operator, supervisor, etc; Suitable PPE should be worn and Personnel Locator Beacons (PLB) should be considered and used if available. Boat/Swing Rope Transfer A suitable means of communication should be available throughout operation; Dedicated transfer areas should be free from obstructions, debris and surfaces should be non slip; Sufficient personnel should be available to assist during transfer; Suitable Lifesaving Appliances should be available at or close to the transfer area; Suitable PPE should be worn and Personnel Locator Beacons (PLB) should be considered and used if available; Where appropriate, secondary lifelines should be used; Where fitted, Swing Ropes should be knotted and checked as part of vessel’s regular maintenance programme; Where fitted, Boat/Surfer landings should be in good order and regularly inspected as part of vessel’s regular. maintenance programme Reference IAGC Marine Environment Safety Manual IMCA M202 Guidance on transfer of Personnel to and from Offshore Vessels Marine transfer of personnel - Step change in safety - Oil & Gas UK

Sight certification and inspection records. Where fitted, boat/surfer landings should be in good order and regularly inspected as part of vessel's regular maintenance programme. Inspection regimes for transfer equipment to follow OEM requirements and inspectors should document the periodic inspection regime in place for this equipment.

Does the crane operator have a valid offshore crane operator OPITO stage 3 certificate or equivalent? Does the banksman have a valid banksman OPITO stage 3 certificate or equivalent?

All procedures/checks should be positive action type, not a default system. A secondary check process should also be in place as a back-up. The Inspector should make an Observation if positive and secondary systems are not effectively operated.

Inspector should make an Observation if Marine Control Room staff are expected to control gangway, DP systems and mooring winches concurrently.

Procedures for transfer of personnel at sea, including: transfer only to occur if all parties agree; transfer to comply with locally enforced regulations; transfer only to occur if personnel being transferred are willing to be so Procedures for launch, recovery and all. normal operations of the small boat, including: test of radio communications before launch and recovery; pre-launch ‘toolbox’ meeting; use of appropriate launching and recovery arrangements. Small boats likely to be used to assist in emergency towing line rigging should have their flooring suitable to carry emergency equipment to the tow

A training manual shall be provided in each crew mess room and recreation room, or in each cabin. (SOLAS III/35.2) The training manual shall contain instructions and information, in easily understood terms illustrated wherever possible, on the life-saving appliances provided in the vessel/unit and on the best methods of survival. Any part of such information may be provided in the form of audio-visual aids in lieu of the manual. The following shall be explained in detail: donning of lifejackets, immersion suits and anti-exposure suits; muster at assigned stations; boarding, launching and clearing the survival craft and rescue boats; method of launching from within survival craft; release from launching appliances; illumination in launching areas; use of all survival equipment; with the assistance of illustrations, the use of radio life-saving appliances; use of drogues; use of engine and accessories; recovery of survival craft and rescue boats, including stowage and securing; hazards of exposure and the need for warm clothing; best use of survival craft facilities in order to survive; methods of retrieval, including the use of helicopter gear; all other functions contained in the muster list and emergency instructions; and; instructions for repair of the life saving appliances. (SOLAS III/35.3) This is considered best practice for non-SOLAS. vessels

The following tests and inspections shall be carried out weekly and a report of the inspection shall be entered in the log- book: all survival craft, rescue boats and launching appliances shall be visually inspected to ensure that they are ready for. use. The inspection shall include, but is not limited to, the condition of hooks, their attachment to the lifeboat and the on-load release gear being properly and completely reset; all engines in lifeboats and rescue boats shall be run for a total period of not less than 3 minutes, provided the. ambient temperature is above the minimum temperature required for starting and running the engine. During this period of time, it should be demonstrated that the gearbox and gearbox train are engaging satisfactorily. If the special characteristics of an outboard motor fitted to a rescue boat would not allow it to be run other than with its propeller submerged for a period of 3 minutes, it should be run for such a period as prescribed in the manufacturer's handbook. In special cases, the Administration may waive this requirement for ships constructed before 1 July 1986; lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their stowed position, without any persons on. board, to the extent necessary to demonstrate satisfactory operation of launching appliances, if weather and sea conditions so allow; and the general emergency alarm shall be tested. (SOLAS III/20.6). All lifeboats, except free-fall lifeboats, shall be turned out from their stowed position, without any persons on board if weather and sea conditions so allow.(SOLAS III/20.7.1) Monthly inspections. Inspection of the life-saving appliances, including lifeboat equipment, shall be carried out monthly using the checklist required by regulation 36.1 to ensure that they are complete and in good order. A report of the inspection shall be entered in the log-book. (SOLAS III/20.7.2) Instructions for on-board maintenance shall be easily understood, illustrated wherever possible and as appropriate, shall include for each appliance: a checklist for use when carrying out the monthly inspections required by SOLAS III/20.7.2 and SOLAS III/36.1; maintenance and repair instructions; a schedule of periodic maintenance; a diagram of lubrication points with the recommended lubricants; a list of replaceable parts; a list of sources of spare parts; and; a log for records of inspections and maintenance. (SOLAS III/36) This is considered best practice for non-SOLAS. vessels

Muster lists and emergency instructions shall be exhibited in conspicuous places throughout the vessel/unit including the navigation bridge, engine room and crew accommodation spaces. (SOLAS III/8.3) The muster list shall show the duties assigned to the different members of the crew including: closing of the watertight doors, fire doors, valves, scuppers, side scuttles, portholes and other similar openings in the. ship; equipping of the survival craft and other life-saving appliances; preparation and launching of survival craft; general preparations of other life-saving appliances; muster of passengers; use of communication equipment; manning of fire parties assigned to deal with fires; and; special duties assigned in respect to the use of fire-fighting equipment and installations. (SOLAS III/37.3). The muster list shall specify which officers are assigned to ensure that life-saving and fire appliances are maintained in good condition and ready for immediate use. (SOLAS III/37.4) The muster list shall specify substitutes for key persons who may become disabled, taking into account that different emergencies may call for different actions. (SOLAS III/37.5) The muster list shall be prepared before the vessel/unit proceeds to sea. (SOLAS III/37.7)

Lifeboat or rescue boat on-load release gear, including free-fall lifeboat release systems shall be: maintained in accordance with instructions for on-board maintenance as required by regulation 36; subjected to a thorough examination and operational test during the annual surveys required by regulations I/7 and. I/8 by properly trained personnel familiar with the system; and operationally tested under a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of. person and equipment whenever the release gear is overhauled. Such over-hauling and test shall be carried out at least once every five years. (SOLAS III/20.11.2) Davit-launched liferaft automatic release hooks shall be: maintained in accordance with instructions for on-board maintenance as required by regulation 36; subjected to a thorough examination and operational test during the annual surveys required by regulations I/7 and. I/8 by properly trained personnel familiar with the system; and operationally tested under a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of. person and equipment whenever the release gear is overhauled. Such over-hauling and test shall be carried out at least once every five years. (SOLAS III/20.11.3) Note: Of particular importance in the checking of lifeboats is the on-load release system fitted to enclosed lifeboats and the maintenance routines for them. A high percentage of accidents at sea are attributed to lifeboats and their release systems. (MSC.1/Circ 1206/Rev1).

Each survival craft shall be stowed in a state of continuous readiness so that two crew members can carry out preparations for embarkation and launching in less than 5 minutes. (SOLAS III/13.1.3) Each lifeboat shall be launched with its assigned operating crew aboard and manoeuvred in the water at least once every three months during an abandon ship drill. (SOLAS III/19.3.3.3) In the case of a lifeboat arranged for free-fall launching, at least once every three months during an abandon ship drill, the crew shall board the lifeboat, properly secure themselves in their seats and commence launch procedures up to, but not including the actual release of the lifeboat (i.e., the release hook shall not be released). The lifeboat shall then either be free-fall launched with only the required operating crew on board, or lowered into the water by means of the secondary means of launching with or without the operating crew on board. In both cases, the lifeboat shall thereafter be manoeuvred in the water by the operating crew. At intervals of not more than six months, the lifeboat shall either be launched by free fall with only the operating crew on board, or simulated launching shall be carried out in accordance with the guidelines developed by the Organization. (SOLAS III.19.3.3.4) Emergency lighting for mustering and abandonment shall be tested at each abandon ship drill. (SOLAS III/19.3.3.9) Falls used in launching shall be inspected periodically (Refer to Measures to prevent accidents with lifeboats (MSC.1/Circ.1206) with special regard for areas passing through sheaves and renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is the earlier. (SOLAS III/20.4.1) Each free-fall lifeboat shall be fitted with a release system which shall be designed to test the release system without launching the lifeboat. (LSA Code IV/4.7.6.4) Each lifeboat shall be clearly marked with the number of persons for which the lifeboat is approved and the name and port of registry. Means of identifying the ship to which the lifeboat belongs and the number of the lifeboat shall be marked in such a way that they are visible from above. (LSA Code IV/4.4.9) Notes: It is very important to check the lifting hooks and their associated structure, in particular the connections to the lifeboat keel. These are occasionally found to be severely wasted. Lifeboat equipment is detailed in the LSA Code IV/4.4.8 and the general requirements for enclosed lifeboats in the LSA Code IV/4.6, although under SOLAS III/32.3.5 the totally enclosed lifeboats carried on ships constructed before 1st July 1986 need not comply with the requirements of the LSA Code IV/4.6. Amendments to SOLAS III/19 (Emergency training and drills) and 20 (Operational readiness maintenance and inspections) came into force on 1st July 2006. The amendments concern the conditions in which lifeboat emergency training and drills should be conducted and introduce changes to the operational requirements for maintenance, weekly and monthly inspections so as not to require any persons to be on board, and servicing of launching appliances and on- load release gear.

Posters or signs shall be provided on or in the vicinity of survival craft and their launching controls shall: illustrate the purpose of the controls and the procedures for operating the appliance and give relevant instructions or. warnings; be easily seen under emergency lighting conditions; and; use symbols in accordance with resolution A.760, as amended by MSC.82(70). (SOLAS III/9.2).

Rescue boats shall be stowed in a state of continuous readiness for launching in not more than 5 minutes.(SOLAS III/14.1) Notes: Rescue boat equipment is detailed in the LSA Code V/5.1.2.2, 3 and 4. With respect to launching equipment, rescue boats should comply with the requirements of the LSA Code 4.4.7.6 (by LSA Code 5.1.1.1) and either have two release capabilities, one off-load and one on-load, or only one if the rescue boat can only be released when waterborne. The on- load release shall be: Protected against accidental or premature use; To prevent a premature on-load release, on-load operation of the release mechanism should require a sustained and. deliberate action by the operator; To prevent an accidental release the mechanical protection (interlock) should only engage when the release. mechanism is properly and completely set; The release mechanism shall be so designed that crew members in the lifeboat can clearly observe when the release. mechanism is properly and completely reset; Clear operating instructions should be provided with a suitable worded warning notice; Where a single fall or hook system is used for launching, the above requirements need not apply and a single. capability to release the rescue boat only when it is waterborne will be adequate. Does the unit have sufficient personnel assigned to operate the rescue craft? Inspector to sample the records for persons currently aboard the unit and their relief (back-to-back) for the minimum required rescue boat training and certification. Inspector to examine training and drills records to ascertain if the assigned personnel have experience operating the installed equipment.

Posters or signs shall be provided on or in the vicinity of survival craft and their launching controls shall: illustrate the purpose of the controls and the procedures for operating the appliance and give relevant instructions or. warnings; be easily seen under emergency lighting conditions; and; use symbols in accordance with resolution A.760, as amended by MSC.82. (SOLAS III/9.2).

Every liferaft shall be stowed with its painter permanently attached to the ship. (SOLAS III/13.4.1) Each liferaft or group of liferafts shall be stowed with a float-free arrangement so that each floats free and if inflatable, inflates automatically when the ship sinks. (SOLAS III/13.4.2) Liferafts shall be so stowed as to permit manual release of one raft or container at a time from their securing arrangements. (SOLAS III/13.4.3) Note: Some hydrostatic release manufacturers recommend that each liferaft is fitted with its own individual hydrostatic release unit (HRU), to prevent the possibility, where more than one liferaft is utilising the same release, of one of the liferafts breaking the weak link before the second or subsequent liferafts have inflated. Where more than one liferaft is attached to a single HRU, each of the rafts must be fitted with its own weak link. Liferafts stowed in the forward part of the vessel do not require a HRU.

At least two-way VHF radiotelephone apparatus shall be provided on every cargo ship of 300 gross tonnage and upwards but less than 500 gross tonnage. 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.809/3.1) 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.809/12.1) 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.809/12.2) 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.809/12.3) 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) as amended.

Cargo ships shall carry not less than the following numbers of lifebuoys: Under 100 metres in length – 8; between 100 metres and under 150 metres – 10; between 150 metres and under 200 metres – 12; 200 metres and over – 14. (SOLAS III/32.1.1). Lifebuoys shall be: So distributed as to be readily available on both sides of the ship and as far as practicable on all open decks. extending to the ship’s side; At least one shall be placed in the vicinity of the stern; and; So stowed as to be capable of being rapidly cast loose and not permanently secured in any way. (SOLAS III/7.1.1) At. least one lifebuoy on each side of the ship shall be fitted with a buoyant line, equal in length to not less than twice the height at which it is stowed above the waterline in the lightest seagoing condition, or 30 metres, whichever is the greater. (SOLAS III/7.1.2) Not less than one half of the total number of lifebuoys shall be provided with self-igniting lights; Not less than two of these shall also be provided with lifebuoy self-activating smoke signals capable of quick release from the navigating bridge; Lifebuoys with lights and those with lights and smoke signals shall be distributed equally on both sides of the ship and shall not be the lifebuoys provided with lifelines. (SOLASIII/7.1.3) Lifebuoys intended to operate the quick-release arrangement provided for the self-activated smoke signals and self-igniting lights shall have a mass sufficient to operate the quick release arrangement. (LSA Code II/2.1.1.7) Verify date of rechargeable batteries and spare lithium batteries carried and date of expiry not exceeded. SARTS battery dates to be in date.

A lifejacket shall be provided for every person on board and, in addition, a sufficient number of lifejackets shall be carried for persons on watch and for use at remotely located survival craft stations. The lifejackets carried for persons on watch should be stowed on the bridge, in the engine control room and at any other manned watch station. (SOLAS III/7.2.1) The lifejackets used in totally enclosed lifeboats, except free-fall lifeboats, shall not impede entry into the lifeboat or seating including operation of the seat belts in the lifeboat. (SOLAS III/7.2.3) Lifejackets selected for free-fall lifeboats and the manner in which they are carried or worn, shall not interfere with entry into the lifeboat, occupant safety or operation of the lifeboat. (SOLAS III/7.2.4) Make an Observation if more than one type of lifejacket is carried on board.

Ensure instructions include all types of lifejackets carried on board.

An immersion suit or an anti-exposure suit, of an appropriate size, shall be provided for every person assigned to crew the rescue boat. If the ship is constantly engaged in warm climates where, in the opinion of the Administration thermal protection is unnecessary, this protective clothing need not be carried (SOLAS III/7.3) An immersion suit complying with the requirements of section 2.3 of the LSA Code shall be provided for every person on board the ship. These immersion suits need not be required if the ship is constantly engaged on voyages in warm climates where, in the opinion of the Administration, immersion suits are unnecessary. (SOLAS III/32.3.2) If a ship has any watch or work stations which are located remotely from the place or places where immersion suits are normally stowed, additional immersion suits shall be provided at these locations for the number of persons normally on watch or working at those locations at any time. (SOLAS III/32.3.3) Inspector should ensure periodical inspection of the immersion suits (MSC/Circ.1047) and the three year testing (MSC/Circ.1114)

Not less than 12 rocket parachute flares shall be carried and be stowed on or near the navigation bridge. (SOLAS III/6.3) A line throwing appliance complying with the requirements of section 7.1 of the Code shall be provided. (SOLAS III/18) An illustrated table describing the life-saving signals shall be readily available to the officer of the watch. (SOLAS V/29) For non-SOLAS vessels less pyrotechnics may be carried by local regulations and should be stated as such in observations if less than the above guidance is carried.

Containers, brackets, racks and other similar stowage locations for life-saving equipment shall be marked with symbols in accordance with IMO Res. A.760(18) (as amended by Resolution MSC.82(70)) indicating the devices stowed in that location for that purpose. If more than one device is stowed in that location, the number of devices shall also be indicated. (SOLAS III/20.10)

Example documentation includes SOLAS Fire training manual, Fire and Safety plans, Management of Change (MOC), etc

The training manual shall explain the following in detail: general fire safety practice and precautions related to the dangers of smoking, electrical hazards, flammable liquids. and similar common shipboard hazards; general instructions on fire-fighting activities and fire-fighting procedures, including procedures for notification of a. fire and use of manually operated call points; meanings of the vessel/unit’s alarms; operation and use of fire-fighting systems and appliances; operation and use of fire doors; operation and use of fire and smoke dampers; and; escape systems and appliances. (SOLAS II-2/15.2.3.4). A training manual shall be provided in each crew mess room and recreation room, or in each crew cabin. (SOLAS II- 2/15.2.3.1) The training manual shall be written in the working language of the ship. (SOLAS II-2/15.2.3.2) This is considered best practice for non-SOLAS vessels.

Maintenance, testing and inspections shall be carried out based on the guidelines in MSC.1/Circ.1432. The maintenance plan shall be kept on board the ship and shall be available for inspection. (SOLAS II-2/14.2.2.2) The maintenance plan shall include at least the following fire protection systems and fire fighting systems and appliances, where installed: fire mains, fire pumps and hydrants, hoses, nozzles and international shore connections; fixed fire detection and fire alarm systems; fixed fire extinguishing systems and other fire extinguishing appliances; automatic sprinkler, fire detection and fire alarm systems; ventilation systems, including fire and smoke dampers, fans and their controls; emergency shutdown of fuel supply; fire doors, including their controls; general emergency alarm systems; emergency escape breathing devices; portable fire extinguishers, including spare charges; fire fighter’s-outfits; inert gas systems; deck foam systems; fire safety arrangements in cargo pump rooms; and; flammable gas detectors. (SOLAS II-2/14.2.2.3) and 14.4). The maintenance programme may be computer-based. (SOLAS II-2/14.2.2.4)

Portable foam applicators (MSC.1/Circ.1432): Portable containers or portable tanks containing foam concentrate, excluding protein based concentrate, less than 10 years old, that remain factory sealed can normally be accepted without the periodical foam control tests required in MSC.1/Circ.1312 being carried out. Protein based foam concentrate portable containers and portable tanks should be thoroughly checked and, if more than five years old, the foam concentrate should be subjected to the periodical foam control test required in MSC.1/Circ.1312, or renewed; and the foam concentrates of any non-sealed portable containers and portable tanks, and portable containers and portable tanks where production data is not documented, should be subjected to the periodical foam control tests required in MSC.1/Circ.1312. The first periodical control of medium expansion foam concentrates stored on board should be performed after a period of 3 years and, after that, every year. (MSC/Circ.798/5.1) A record of the age of the foam concentrates and of subsequent controls should be kept on board. Ref. T4/4.01 MSC.1/Circ.1312 Revised 10 June 2009

Note: The requirements for fire plans are contained in SOLAS II-2/15.2.4. IMO Resolution A.654(16) recommends the symbols to be used on fire control plans.

Check that isolating valves in fire and foam system lines are clearly marked and in good order. Check that fire hoses are pressure tested at least 5 yearly. (SOLAS II-2 The Maintenance and inspection of fire protection systems and appliances). Inspector should test the starting and operation of main and emergency fire pumps including noting that adequate water pressure is available.

The connection shall be of steel or other suitable material. The connection shall be kept aboard the vessel/unit together with a gasket of any material suitable, with four 16 mm bolts, 50 mm in length and eight washers. (FSS Code 2.2) If fixed on a vessel/unit, the connection should be accessible from both sides of the vessel/unit and its location should be clearly marked. The shore connection should be ready for use whenever a vessel/unit is in port.

Notes: There should be a procedure for whenever a zone of a fire detection system is isolated to ensure that relevant personnel are aware of the isolation and the reason for it and to ensure that the zone is reinstated as soon as possible. The engine room should not be operated unmanned with any zone in the space isolated. Spaces not covered by a fire detection system should be covered by regular fire patrols. Such patrols should not utilise the bridge lookout during the hours of darkness.

Check that relevant crew are familiar with operating procedures. Inspectors shall check that the procedures as posted and written for operation are relevant to the systems and equipment and can be followed logically and any equipment requiring operation is marked legibly. Any spaces served by the system should be clearly marked with warning signage.

Consistent with safety and without interfering with the Vessel's operations, request to witness the starting and operation of the emergency fire pump. If a priming system has been fitted to the emergency fire pump, it must be class approved. Inspectors shall check that the procedures as posted and written for operation are relevant to the equipment and can be followed logically and any equipment requiring operation is marked legibly.

Each extinguisher should be clearly marked with the following minimum information: name of the manufacturer; type of fire for which the extinguisher is suitable; type and quantity of extinguishing medium; approval details; instructions for use and recharge (it is recommended that operating instructions be given in pictorial form); year of manufacture; temperature range over which the extinguisher will operate satisfactorily; and; test pressure. (FSS Code 4 and IMO A.602(15) Revised Guidelines for Marine Portable Fire Extinguishers). One of the portable fire extinguishers intended for use in any space shall be stowed near the entrance to that space. (SOLAS 2004 II-2/10.3.2.2) For vessels constructed after 1st July 2002, spare charges shall be provided for 100% of the first ten extinguishers and 50% of the remaining fire extinguishers capable of being recharged on board. Not more than sixty total spare charges are required. Instructions for recharging shall be carried on board. (SOLAS 2004 II-2/10.3.3.1) For fire extinguishers which cannot be recharged on board, additional portable fire extinguishers of the same quantity, type, capacity and number shall be provided in lieu of spare charges. (SOLAS 2004 II-2/10.3.3.2) For vessels constructed before 1st July 2002, spare charges shall be provided in accordance with requirements specified by the Administration. (SOLAS 1974 II-2/6.2) Note: Portable fire extinguishers must be hydrostatically tested every 10 years or lesser period if so required by the Administration. The date of the hydrostatic test must be stamped on the cylinder. Certain administrations may have their own requirements for the carriage of portable extinguishers and spare charges. Where possible, decommissioning and disposal of fire extinguishers should be conducted by suitably qualified contractors (ref BMA Safety Flash 22-02).

A number of spare charges, suitable for use with the apparatus provided, shall be available on board to the satisfaction of the Administration. (SOLAS 74 II-2/17.1.2.2) Two spare charges shall be provided for each required breathing apparatus……cargo ships that are equipped with suitably located means for fully recharging the air cylinders free from contamination need carry only one spare charge for each required apparatus. (SOLAS 2004 II-2/10.2.5) For vessels constructed before 1st July 2002, the breathing apparatus may be either a smoke helmet type, or a self- contained compressed air type. A number of spare charges suitable for use with the apparatus provided shall be available on board to the satisfaction of the Administration. (SOLAS 1974 II-2/17.1.2) The outfits shall be kept ready for use in an easily accessible location that is permanently and clearly marked and, they shall be stored in widely separated positions. (SOLAS 1974 II-2/17.4 and SOLAS 2004 II-2/10.3.1) Notes: Although SOLAS recommends ‘widely separated positions’, fire-fighting training advocates that breathing apparatus should be used by personnel in pairs. Self-contained breathing apparatus should be checked for condition and satisfactory operation. With the apparatus charged and the cylinder valve closed, the drop in pressure should not be more than10 bars in one minute. (Manufacturer’s instructions) Annual inspections should be carried out to ensure that the air quality of breathing apparatus air recharging systems is satisfactory. (IMO MSC.1/Circ.1432) Breathing apparatus shall be a self-contained compressed air-operated breathing apparatus for which the volume of air contained in the cylinders shall be at least 1,200 l, or other self-contained breathing apparatus which shall be capable of functioning for at least 30 min. All air cylinders for breathing apparatus shall be interchangeable. (FSS Code 3.2.1.2) Notes: Air cylinders should be charged to not less than 10% below full. BA air cylinders should be hydrostatically tested every 5 years or lesser period if so recommended by the manufacturer. (4-Year testing intervals are customary for some composite wound cylinders.) The hydrostatic test date must be stamped on the cylinder. For ships constructed on or after 1 July 2014, a minimum of two two-way portable radiotelephone apparatus for each fire party for fire-fighter's communication shall be carried on board. Those two-way portable radiotelephone apparatuses shall be of an explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014 shall comply with the requirements of this paragraph not later than the first survey after 1 July 2018. (SOLAS II-2/10.4). Compressed air breathing apparatus shall be fitted with an audible alarm and a visual or other device which will alert the user before the volume of the air in the cylinder has been reduced to no less than 200 L. New ships constructed (keel-laid) on or after 1 July 2014 and existing ships (ships constructed before 1 July 2014) shall comply with the requirements by 1 July 2019. (FSS Code 3/2.1.2.2)

All ships shall carry at least two emergency escape breathing devices within accommodation spaces. (SOLAS II- 2/13.3.4.2) On all ships, within the machinery spaces, emergency escape breathing devices shall be situated ready for use at easily visible places, which can be reached quickly and easily at any time in event of fire. The location of EEBD’s shall take into account the layout of the machinery space and the number of persons normally working in the spaces. (SOLAS II- 2/13.4.3.1) Spare emergency escape breathing devices shall be kept on board. (SOLAS II-2/13.3.4.1) Training in the use of the EEBD should be considered a part of basic safety training. (MSC/Circ.849) Note: The requirements for EEBD’s are contained in Chapter 3/2.2 of the FSS Code and MSC/Circ.849 and among other measures or definitions, stipulate: an EEBD is a supplied air or oxygen device only used for escape from a compartment that has a hazardous. atmosphere and shall be of an approved type. EEBDs shall not be used for fighting fires, entering oxygen deficient voids or tanks, or worn by fire-fighters. In these. events, a self-contained breathing apparatus, which is specifically suited for such applications, shall be used. the EEBD shall have a service duration of at least 10 min. The EEBD shall include a hood or full face piece, as. appropriate, to protect the eyes, nose and mouth during escape. hoods and face pieces shall be constructed of flame-resistant materials and include a clear window for viewing; an inactivated EEBD shall be capable of being carried hands-free; an EEBD, when stored, shall be suitably protected from the environment; brief instructions or diagrams clearly illustrating their use shall be clearly printed on the EEBD. The donning. procedures shall be quick and easy to allow for situations where there is little time to seek safety from a hazardous atmosphere. maintenance requirements, manufacturer's trademark and serial number, shelf life with accompanying manufacture. date and name of the approving authority shall be printed on each EEBD. all EEBD training units shall be clearly marked.

Inspector should detail frequency of inspection and date of last test.

Inspector should detail frequency of inspection and date of last test.

State notation class. Check the condition of monitors, pumps, water spray, foam concentrate, etc Inspector should ensure that the use of FiFi equipment does not render other equipment unusable i.e. tunnel thrusters not available? On vessels with a FiFi II crew should be aware of potential risks of incorrect use of fire fighting equipment due to high pressure of monitors.

Ensure Fire doors have not been prevented from opening or closing, are in good working order and included within any planned preventative maintenance and inspection regimes. Ensure Personnel are aware of the Safety Criticality of fire doors and their closing mechanisms.

Safety nets should be provided wherever there is a possibility of a person falling over or through the side rails of the gangway and should be rigged to prevent anyone falling between the vessel/unit and the quay. Where the rails provide protection, a safety net might not be necessary. Regardless of whether the gangway is supplied by vessel or shore, it is the vessel/unit’s responsibility to ensure that a safety net is rigged. If the means of access are considered to be unsafe, then the inspector must not put him/herself at risk by going on board. A lifebuoy with a self activating light and also a separate buoyant safety line attached to a quoit or some similar device must be provided ready for use at the point of access aboard the ship.

There should be a plan in place for possible medivac or other abnormal operation involving helicopter transfer of goods or personnel by winch. Factors addressed should include location on deck for winch drop, personnel involved, communications protocol and recommended equipment ref. ICS Guide to Helicopter/Ship Operations.