Surveys & Inspections
Emergency generator PSC inspection
Port state control
Lifeboat handbrake centrifugal brake roller Ratchet testing
Safety equipment survey
Survey of the fire fighting appliances
Survey of the Navigational Equipment’s
Survey of the Life-Saving appliances
Additional surveys
Additional Survey for Tankers
Additional survey in annex-I
Safety Equipment Survey checklist
Load line survey, checks as 2nd engineer
Test of the ventilation system and dampers as a 2nd engineer
Port state control
Lifeboat handbrake centrifugal brake roller Ratchet testing
Safety equipment survey
Survey of the fire fighting appliances
Survey of the Navigational Equipment’s
Survey of the Life-Saving appliances
Additional surveys
Additional Survey for Tankers
Additional survey in annex-I
Safety Equipment Survey checklist
Load line survey, checks as 2nd engineer
Test of the ventilation system and dampers as a 2nd engineer
Emergency Generator PSC Inspection
manual and auto modes tested; fuel oil tank topped-up; quick-closing valve; starting batteries or other starting means; emergency switchboard; auto start and auto load.
As per IRS
1. Testing of the emergency diesel generator in both manual and automatic modes, as applicable, for at least 20 minutes.
2. The compartment is kept in satisfactory condition of cleanliness, ventilation and that no materials are improperly stored inside.
3. Level of fuel in the tank is sufficient and that batteries are charged.
4. Coupling of the emergency generator on the emergency switchboard,
5. The operation and all emergency functions are satisfactory.
Port State Control
Port State Control (PSC) is the means by which a nation checks that foreign flag ships, calling or anchoring off its ports or off-shore Installations, comply with the international regulations.
-International Maritime Organization (IMO) conventions empower a port state to verify if the visiting ships are equipped, maintained and manned as per international regulations.
Documents and certificates to be checked by PSC
Originally, this authority was provided as a backup to flag state implementation.
Today, these provisions have become the legal basis of port state control.
Legal Basis for Port State Control
Port State Control (PSC) can be defined as an enforcement program by the port state to ensure the safety and security of the international vessel fleet in its domestic waters.
The legal basis for the inspections is specified in the following instruments from IMO and ILO:
• International Convention for the Safety of Life at Sea, 1974 (SOLAS 74)
• International Convention on Load lines, 1966 (Load Lines 66)
• International Convention for the Prevention of Pollution from Ships, 1973/1978 (MARPOL 73/78)
• International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978/1995 (STCW 95)
• Convention on the International Regulations for Preventing Collisions at Sea, 1972 (COLREGs 72)
• International Convention on Tonnage Measurement of Ships (TONNAGE), 1969
• The International Safety Management Code, 2002 (ISM Code)
• The International Ship and Port Facility Security Code, 2002 (ISPS Code)
• The ILO Merchant Shipping (Minimum Standards) Convention, 1976 (ILO 147)
• Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code)
• International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code)
• International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code)
SOLAS details how the provisions made in these instruments for PSC should be exercised.
The flag state, the country of registration of a vessel, is responsible for ensuring that the vessel is equipped, maintained and manned as per international conventions.
Flag state inspections are dependent on the infrastructure available and the trading area of the vessel. Flag states or their Recognised Organisations (RO) periodically survey the vessels and issue statutory certificates, without which a vessel cannot trade. However, in the period between these surveys, if the vessels are not inspected, their maintenance standards may fall.
Vessels, which operate under deficient conditions, pose a serious risk to maritime safety, security and the marine environment. It is imperative that the flag state enforcement is supported by inspections by the port states.
IMO's Procedures for Port State Control details how an administration should carry out PSC inspections to promote consistency in the conduct of inspections worldwide, and harmonize the criteria for the application of control procedures.
Under the PSC system, port states enforce rigid control measures to ensure that foreign flag vessels entering their waters are in compliance with international regulations regarding safety, security, pollution prevention and manning.
The fundamental purpose of PSC is to eliminate sub-standard vessels in order to ensure safer vessels and cleaner oceans. Vessels of states not party to the conventions are also inspected to ensure commensurate levels of safety. Thus, PSC provides a "safety-net" to catch sub-standard vessels.
Experience has proven that port state control can be extremely effective, especially if organized on a regional basis. IMO encourages the formation of regional port state control organizations to coordinate the port state activities of member states in a region.
This ensures that as many ships as possible are inspected, and at the same time prevents ships being delayed by unnecessary duplication of inspections.
Flag state inspections are dependent on the infrastructure available and the trading area of the vessel. Flag states or their Recognised Organisations (RO) periodically survey the vessels and issue statutory certificates, without which a vessel cannot trade. However, in the period between these surveys, if the vessels are not inspected, their maintenance standards may fall.
Vessels, which operate under deficient conditions, pose a serious risk to maritime safety, security and the marine environment. It is imperative that the flag state enforcement is supported by inspections by the port states.
IMO's Procedures for Port State Control details how an administration should carry out PSC inspections to promote consistency in the conduct of inspections worldwide, and harmonize the criteria for the application of control procedures.
Under the PSC system, port states enforce rigid control measures to ensure that foreign flag vessels entering their waters are in compliance with international regulations regarding safety, security, pollution prevention and manning.
The fundamental purpose of PSC is to eliminate sub-standard vessels in order to ensure safer vessels and cleaner oceans. Vessels of states not party to the conventions are also inspected to ensure commensurate levels of safety. Thus, PSC provides a "safety-net" to catch sub-standard vessels.
Experience has proven that port state control can be extremely effective, especially if organized on a regional basis. IMO encourages the formation of regional port state control organizations to coordinate the port state activities of member states in a region.
This ensures that as many ships as possible are inspected, and at the same time prevents ships being delayed by unnecessary duplication of inspections.
LifeBoat HandBreake Centrifugal Brake Roller Ratchet Testing
Q. Lifeboat safety features handbrake centrifugal brake roller Ratchet testing?
Ans:- (a) A ship's lifeboat is support on davit with wire ropes(fails) passing over pulleys and controlled by a small electrical motor operated which. when lowering a lifeboat, no mechanical assistance apart from gravity is applied. A hand break to the which is released by lifting a hand lever against a counter weight(dead man's handle), so that the lifeboat can be lowered. with the hand lever lifted up, the break shoes come inward and brake lining no longer rubs on rotating drum and brake gets released, boat gets lowered. A static release test is applied to the brake by raising the lifeboat by 50 to 100mm up from the rests with the boat loaded to 150% of its maximum and the harbour pin in. A dynamic test involves lowering the boat at maximum speed with 110% maximum load and applying the hand brake. The maximum travel of the boat after applying the brake should not exceed 1m.
(b) The centrifugal brake, limits the rate of lowering the boat and does not allow to exceed 36m/min. The rotating brake shoes with brake lining are pressed against the drum when the centrifugal force overcome the spring restraining force. The centrifugal brake undergoes the dynamic test with 110% maximum loading and should contain the lowering speed to maximum (36m/min).
(c) (i) The roller ratchet will lock the brake drum against lowering until the central can is rotated by releasing the brake. The static test on the hand brake will also test the roller ratchet.
(ii) The roller test on the ratchet arrangement ensures that the drum will not reverse and the boat drop back towards the water in the event of a power failure when a boat is being hoisted.
(b) The centrifugal brake, limits the rate of lowering the boat and does not allow to exceed 36m/min. The rotating brake shoes with brake lining are pressed against the drum when the centrifugal force overcome the spring restraining force. The centrifugal brake undergoes the dynamic test with 110% maximum loading and should contain the lowering speed to maximum (36m/min).
(c) (i) The roller ratchet will lock the brake drum against lowering until the central can is rotated by releasing the brake. The static test on the hand brake will also test the roller ratchet.
(ii) The roller test on the ratchet arrangement ensures that the drum will not reverse and the boat drop back towards the water in the event of a power failure when a boat is being hoisted.
Safety Equipment Survey
Safety equipment survey checklist The safety equipment survey is carried out annually. In general, the scope of the annual survey should be
1. An examination of the ship's certificates, such as -
(a) The validity of the Cargo Ship Safety Construction Certificate, the Cargo Ship Safety Equipment Certificate, the Cargo Ship Safety Radiotelegraphy or Radiotelephony Certificate as Applicable and Exemption Certificates;
(b) The validity of the International Load Line Certificate, or the International Load Line Exemption Certificate;
(c) The Certificate of Class, if the ship is classed with a classification society.
2. A visual examination, together with certain tests of the ship's safety equipment’s, of sufficient extent to confirm that its condition is being properly maintained. They are
(a) Survey of the Life-saving appliances and other equipment.
(b) Survey of the fire appliances;
(c) Survey of the navigational equipment; (d) Additional survey for tankers.
1. An examination of the ship's certificates, such as -
(a) The validity of the Cargo Ship Safety Construction Certificate, the Cargo Ship Safety Equipment Certificate, the Cargo Ship Safety Radiotelegraphy or Radiotelephony Certificate as Applicable and Exemption Certificates;
(b) The validity of the International Load Line Certificate, or the International Load Line Exemption Certificate;
(c) The Certificate of Class, if the ship is classed with a classification society.
2. A visual examination, together with certain tests of the ship's safety equipment’s, of sufficient extent to confirm that its condition is being properly maintained. They are
(a) Survey of the Life-saving appliances and other equipment.
(b) Survey of the fire appliances;
(c) Survey of the navigational equipment; (d) Additional survey for tankers.
Survey Of fire Fighting Equipment
(a) Ascertaining whether or not any fire has occurred on board necessitating the operation of the fixed fire extinguishing systems, or the portable fire extinguishers since the last survey;
(b) Confirming that the fire control plans are properly posted;
(c) Examination as far as possible and testing, if feasible, of the fire and/or smoke detection system;
(d) An examination of the fire main system and confirming that each fire pump including the emergency fire pump can be operated separately so that the two required jets of water can be produced simultaneously from different hydrants;
(e) Confirming that fire hoses, nozzles, and applicators are in good working condition and situated at their respective locations;
(f) Examination of fixed fire-fighting system controls, piping, instructions and markings checking for evidence of proper maintenance and servicing, including date of last system tests;
(g) Confirming that all non-portable and portable fire extinguishers are in their correct positions; checking for evidence of proper maintenance and servicing; conducting random check for evidence of discharged containers;
(h) Confirming as far as practicable, that the remote controls for stopping fans and machinery and for shutting off fuel supplies in machinery spaces are in working order,
(i) An examination of the closing arrangements for ventilators, funnel annular spaces, skylights, doorways and tunnel where applicable,
(j) Confirming that the fireman's outfit are complete and in good condition and that the cylinders of any required self-contained breathing apparatus are charged.
(b) Confirming that the fire control plans are properly posted;
(c) Examination as far as possible and testing, if feasible, of the fire and/or smoke detection system;
(d) An examination of the fire main system and confirming that each fire pump including the emergency fire pump can be operated separately so that the two required jets of water can be produced simultaneously from different hydrants;
(e) Confirming that fire hoses, nozzles, and applicators are in good working condition and situated at their respective locations;
(f) Examination of fixed fire-fighting system controls, piping, instructions and markings checking for evidence of proper maintenance and servicing, including date of last system tests;
(g) Confirming that all non-portable and portable fire extinguishers are in their correct positions; checking for evidence of proper maintenance and servicing; conducting random check for evidence of discharged containers;
(h) Confirming as far as practicable, that the remote controls for stopping fans and machinery and for shutting off fuel supplies in machinery spaces are in working order,
(i) An examination of the closing arrangements for ventilators, funnel annular spaces, skylights, doorways and tunnel where applicable,
(j) Confirming that the fireman's outfit are complete and in good condition and that the cylinders of any required self-contained breathing apparatus are charged.
Survey of Navigational Equipments
(a) Checking that navigation lights, shapes, sound signalling equipment and daylight signalling lamp are in order;
(b) Checking that the compass deviation record book is properly maintained,
(c) Checking that the radar, echo-sounder, gyro-compass and direction finder installations are in order,
(d) Checking that pilot ladder, associated equipment and mechanical pilot hoist are in good condition and operational;
(e) Checking that the nautical publications and charts are adequate for the ship's intended trading programme and that they comply with the requirements of the Merchant rules.
(b) Checking that the compass deviation record book is properly maintained,
(c) Checking that the radar, echo-sounder, gyro-compass and direction finder installations are in order,
(d) Checking that pilot ladder, associated equipment and mechanical pilot hoist are in good condition and operational;
(e) Checking that the nautical publications and charts are adequate for the ship's intended trading programme and that they comply with the requirements of the Merchant rules.
Survey of Life-saving Appliances
(a) Confirming that any new equipment has been properly approved before installation and that to Changes have been made such as would affect the validity of the cargo ship safety equipment certificate,
(b) An examination of the Ship's official Log Book to establish that the required musters, training emergency procedures and inspections of lifeboat equipment have been carried out as required by the Regulations, together with posting appropriate Muster list as required by Regulations;
(c) An examination of all lifeboats, davits, embarkation arrangements and launching gear in position as far as practicable. If practicable, one of the lifeboats should be lowered to the water.
(d) An examination of the lifeboat engines, if permitted by Cargo handling conditions, to establish that they will readily start and operate in the ahead and astern mode;
(e) Checking that the inflatable life rafts have been serviced during the last twelve months, provided that in case where this has not been practicable such interval has not been exceeded by more than three months; checking that stowage will facilitate proper release and that launching instructions are posted. The embarkation arrangements of inflatable life rafts shall also be examined and, when provided, the launching arrangement of davit launched life rafts;
(f) Checking the provision of radio equipment for survival craft,
(g) Checking that lifebuoys are in good condition and that the required number are fitted with self-igniting lights and self-activating smoke signals and that all are properly stationed
(h) Checking that rigid life rafts are in good condition and that stowage will facilitate rapid launching.
(i) Checking the stowage of life-jackets and a random examination of their condition, and that they adequate in number.
(j) Checking that ship and lifeboat distress signals and the line-throwing appliance rockets are not out of date;
(k) Testing of the emergency lighting and general alarm system.
(b) An examination of the Ship's official Log Book to establish that the required musters, training emergency procedures and inspections of lifeboat equipment have been carried out as required by the Regulations, together with posting appropriate Muster list as required by Regulations;
(c) An examination of all lifeboats, davits, embarkation arrangements and launching gear in position as far as practicable. If practicable, one of the lifeboats should be lowered to the water.
(d) An examination of the lifeboat engines, if permitted by Cargo handling conditions, to establish that they will readily start and operate in the ahead and astern mode;
(e) Checking that the inflatable life rafts have been serviced during the last twelve months, provided that in case where this has not been practicable such interval has not been exceeded by more than three months; checking that stowage will facilitate proper release and that launching instructions are posted. The embarkation arrangements of inflatable life rafts shall also be examined and, when provided, the launching arrangement of davit launched life rafts;
(f) Checking the provision of radio equipment for survival craft,
(g) Checking that lifebuoys are in good condition and that the required number are fitted with self-igniting lights and self-activating smoke signals and that all are properly stationed
(h) Checking that rigid life rafts are in good condition and that stowage will facilitate rapid launching.
(i) Checking the stowage of life-jackets and a random examination of their condition, and that they adequate in number.
(j) Checking that ship and lifeboat distress signals and the line-throwing appliance rockets are not out of date;
(k) Testing of the emergency lighting and general alarm system.
Additional Surveys
Whenever an accident occurs to a ship or a defect is discovered which affects the safety or integrity of the ship or the efficiency or completeness of its equipment, the master or owner should make a report at the earliest opportunity to the Administration, the nominated surveyor or recognized organization responsible for issuing the relevant certificate. The Administration, the nominated surveyor or recognized organization responsible for issuing the relevant certificate should then initiate an investigation to determine whether a survey, as required by the regulations applicable to the particular certificate, is necessary. This additional survey, which may be general or partial according to the circumstances, should be such as to ensure that the repairs and any renewals have been effectively made and that the ship and its equipment continue to be fit for the service for which the ship is intended.
Additional surveys for repairs of passenger ships as per SOLAS 74/78 CH-1/B-Reg.7 to be performed as follows:
“The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory, and that the ship complies in all respects with the provisions of the present regulations and of the international Regulations for Preventing Collisions at Sea (RPCS) in force, and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration.”
Additional Survey for LSA, radio installations, structures, machineries & other equipment's of cargo ship's as prescribed for passenger ship.
“The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory, and that the ship complies in all respects with the provisions of the present regulations and of the international Regulations for Preventing Collisions at Sea (RPCS) in force, and of the laws, decrees, orders and regulations promulgated as a result thereof by the Administration.”
Additional Survey for LSA, radio installations, structures, machineries & other equipment's of cargo ship's as prescribed for passenger ship.
Additional surveys for tankers
a) An external examination of the piping of the Cargo pump room fixed fire-fighting system, b) Confirming that the deck foam system and deck sprinkler system are in satisfactory working condition. c) Survey of the inert gas system (if fitted) - Satisfactory working condition of all equipment, interlocks, alarms and shut-offs.
Additional Surveys In Annex-I
Q. Additional survey in annexe 1? Why this survey is carried out? What is a renewal survey?
Ans:- As described in annexe-1 chapter-2 (surveys and certification)
Regulation-6 (Surveys)
Paragraph 1.5:- An additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in paragraph 4.3 of this regulation, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this annex.
Paragraph 4.3:- When an accident occurs to a ship or a defect is discovers which substantially affects the integrity of the ship or the efficiency or completeness of its equipment covered by this annex the master or owner of the ship shall report at earliest opportunity to the administration, the RO to the nominated responsible for issuing the relevant certificate, who shall cause investigations to be initiated to determine whether a survey is required by paragraph 1 of this regulation is necessary. if the ship is in a port of another party, the master or owner shall also report immediately to the appropriate authorities of the port state and the nominated surveyor or recognized organisation shall ascertain that such report has been made.
paragraph 1:- Every oil tanker 150 gross tonnage and above, and every other ship 400gross tonnage and above shall be subject to the survey specified below:
1.1 an initial survey before the ship is put in service or before the certificate required under regulation 7 of this annex is issued for the first time, which shall include a complete survey of its structure, equipment, systems, fittings, arrangements and amterial in so far as the ship is covered by this annex. This survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex;
1.2 a renewal survey at intervals specified by the Administration, but not exceeding 5 years, except where regulation 10.2.2, 10.5, 10.6 or 10.7 of this annex is applicable.The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this annex;
1.3 an intermediate survey within 3 months before or after the second anniversary date of within 3 months before or after the third anniversary date of certificate which shall take the place of one of the annual surveys specified in paragraph 1.4 of this regulation. The intermediate survey shall be such as to ensure that the equipment and associated pump and piping systems, including oil discharge monitoring and control systems, crude oil washing systems, oily-water separating equipment and oil filtering systems, fully comply with the applicable requirements of this annex and are in good working order. such intermediate survey shall be endrosed on the certificate issued under regulation 7 or 8 of this annex;
1.4 an annual survey within 3 months before or after each anniversary date of the certificate, including a general inspection of the structure, equipment, systems, fittings, arrangements and material referred to in paragraph 1.1 of this regulation to ensure that they have been maintained in accordance with paragraph 4.1 and 4.2 of this regulation and that they remain satisfactory for the service for which the ship is intended. such annual surveys shall be endorsed on the certificate issued under regulation 7 or 8 of this annex; and 1.5 stated above.
Ans:- As described in annexe-1 chapter-2 (surveys and certification)
Regulation-6 (Surveys)
Paragraph 1.5:- An additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in paragraph 4.3 of this regulation, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this annex.
Paragraph 4.3:- When an accident occurs to a ship or a defect is discovers which substantially affects the integrity of the ship or the efficiency or completeness of its equipment covered by this annex the master or owner of the ship shall report at earliest opportunity to the administration, the RO to the nominated responsible for issuing the relevant certificate, who shall cause investigations to be initiated to determine whether a survey is required by paragraph 1 of this regulation is necessary. if the ship is in a port of another party, the master or owner shall also report immediately to the appropriate authorities of the port state and the nominated surveyor or recognized organisation shall ascertain that such report has been made.
paragraph 1:- Every oil tanker 150 gross tonnage and above, and every other ship 400gross tonnage and above shall be subject to the survey specified below:
1.1 an initial survey before the ship is put in service or before the certificate required under regulation 7 of this annex is issued for the first time, which shall include a complete survey of its structure, equipment, systems, fittings, arrangements and amterial in so far as the ship is covered by this annex. This survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex;
1.2 a renewal survey at intervals specified by the Administration, but not exceeding 5 years, except where regulation 10.2.2, 10.5, 10.6 or 10.7 of this annex is applicable.The renewal survey shall be such as to ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this annex;
1.3 an intermediate survey within 3 months before or after the second anniversary date of within 3 months before or after the third anniversary date of certificate which shall take the place of one of the annual surveys specified in paragraph 1.4 of this regulation. The intermediate survey shall be such as to ensure that the equipment and associated pump and piping systems, including oil discharge monitoring and control systems, crude oil washing systems, oily-water separating equipment and oil filtering systems, fully comply with the applicable requirements of this annex and are in good working order. such intermediate survey shall be endrosed on the certificate issued under regulation 7 or 8 of this annex;
1.4 an annual survey within 3 months before or after each anniversary date of the certificate, including a general inspection of the structure, equipment, systems, fittings, arrangements and material referred to in paragraph 1.1 of this regulation to ensure that they have been maintained in accordance with paragraph 4.1 and 4.2 of this regulation and that they remain satisfactory for the service for which the ship is intended. such annual surveys shall be endorsed on the certificate issued under regulation 7 or 8 of this annex; and 1.5 stated above.
Safety Equiupment Survey Checklist
Load Line Survey, Checks as 2nd Engineer
All the ships must be issued with a load line certificate. Under load line convention.
load line certificate has validity for 5 years.
issued by administration or class which has been authorised to assign load line.
requirement of Load line survey is to check/ confirm water integrity of all openings on deck(every year). Periodical load line inspection +/- 3months window period).
Surveys:-
A ship will be subjected to the following surveys:-
a. initial survey before the ship is put into service.
b. renewal survey at intervals not exceeding five year.
c. annual survey within 3 months either way of the anniversary date of the certificate.
The surveyor will endorse the load line certificate on satisfying completion of the annual survey.
The period of validity of the load line certificate may be extended for a period not exceeding 3 months or the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed.
survey requirements:-
a. Assessment of hull condition.
b. all access openings at the ends of enclosed superstructure to be checked.
c. all cargo hatches and access hatched to check for water tightness security cleats and wedges to function properly.
d. all machinery spaces opening on the free board deck to check. Manholes, ventilation openings and air pipe closing arrangements to inspect
e. Deck line, load line marks and draught mark to check.
Preparation of load line survey:-
a. check that all access openings at the ends of enclosed structure are in good conditions. All dogs, clams and hinges to be free and well greases. All gaskets & water tight seals must be crack free. ensure that the door open from both sides.
b. Check all cargo hatches and access to holds for water tightness.
c. Check the efficiency and securing of portable beams.
d. If portable wooden hatch covers are used, check that they are in good condition.
e. if tarpaulin are used, at least two should be provided for each hatch and in good condition.
f. Inspect all machinery space openings on exposed deck.
g. check that any man holes and flush scuttle are capable of being made water tight.
h. check that all ventilation openings are provided with efficient weathertight closing appliance.
i. all air pipes should be provided with satisfactory means for closing and opening.
j. Inspect any cargo ports below the free board deck and ensure that all of them are water tight.
k. ensure that non-return valves on -overboard valves are operating in a satisfactory manners.
l. side scuttles and openings below the free board deck must have efficient internal watertight dead lights.
m. check that all freeing ports are in satisfactory conditions.
n. all guard rails and bulwarks should be in satisfactory condition.
o. de-rust and paint the deck line, load line mark, load line and draught mark.
p. check load line certificate.
load line certificate has validity for 5 years.
issued by administration or class which has been authorised to assign load line.
requirement of Load line survey is to check/ confirm water integrity of all openings on deck(every year). Periodical load line inspection +/- 3months window period).
Surveys:-
A ship will be subjected to the following surveys:-
a. initial survey before the ship is put into service.
b. renewal survey at intervals not exceeding five year.
c. annual survey within 3 months either way of the anniversary date of the certificate.
The surveyor will endorse the load line certificate on satisfying completion of the annual survey.
The period of validity of the load line certificate may be extended for a period not exceeding 3 months or the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed.
survey requirements:-
a. Assessment of hull condition.
b. all access openings at the ends of enclosed superstructure to be checked.
c. all cargo hatches and access hatched to check for water tightness security cleats and wedges to function properly.
d. all machinery spaces opening on the free board deck to check. Manholes, ventilation openings and air pipe closing arrangements to inspect
e. Deck line, load line marks and draught mark to check.
Preparation of load line survey:-
a. check that all access openings at the ends of enclosed structure are in good conditions. All dogs, clams and hinges to be free and well greases. All gaskets & water tight seals must be crack free. ensure that the door open from both sides.
b. Check all cargo hatches and access to holds for water tightness.
c. Check the efficiency and securing of portable beams.
d. If portable wooden hatch covers are used, check that they are in good condition.
e. if tarpaulin are used, at least two should be provided for each hatch and in good condition.
f. Inspect all machinery space openings on exposed deck.
g. check that any man holes and flush scuttle are capable of being made water tight.
h. check that all ventilation openings are provided with efficient weathertight closing appliance.
i. all air pipes should be provided with satisfactory means for closing and opening.
j. Inspect any cargo ports below the free board deck and ensure that all of them are water tight.
k. ensure that non-return valves on -overboard valves are operating in a satisfactory manners.
l. side scuttles and openings below the free board deck must have efficient internal watertight dead lights.
m. check that all freeing ports are in satisfactory conditions.
n. all guard rails and bulwarks should be in satisfactory condition.
o. de-rust and paint the deck line, load line mark, load line and draught mark.
p. check load line certificate.
Test of Ventilation System & Dampers
(a) over all condition is maintained properly, Moving parts greased and no structural damages.
(b) confirm that each ventilation system including portable ventilating equipment are operational.
(c) Testing the means of stopping power ventilation systems from outside the space served.
(d) Testing the means of closing the main inlets and outlets of all ventilation systems.
(e) Spares recommended by manufacturer are available.
(f) Warning notice placed, if it is the extraction type, with extraction from below the floor plates.
(g) Confirm that no modification has been carried out in the equipment.
(i) ventilation fans comply with non-sparking construction in hazardous locations.
(j) full closing, opening and positive sealing of dampers and mushroom vents tested.
(b) confirm that each ventilation system including portable ventilating equipment are operational.
(c) Testing the means of stopping power ventilation systems from outside the space served.
(d) Testing the means of closing the main inlets and outlets of all ventilation systems.
(e) Spares recommended by manufacturer are available.
(f) Warning notice placed, if it is the extraction type, with extraction from below the floor plates.
(g) Confirm that no modification has been carried out in the equipment.
(i) ventilation fans comply with non-sparking construction in hazardous locations.
(j) full closing, opening and positive sealing of dampers and mushroom vents tested.
Harmonized System of Surveys & Certification(HSSC)
∙ The HSSC came into force in the year 2000. Previously, the ship’s statutory certificates were all issued on different dates which corresponded with the date of completion of each individual initial survey. Also, they had different periods of validity.
∙ When their annual surveys and other surveys became due, preparations had to be done for each individual survey. Often preparations were duplicated as items for inspection under different surveys overlapped.
∙ Thus, ship’s officers were constantly under pressure to prepare the ship for surveys all the time. It also became a problem for the certifying authorities who had to board the ship for survey, several times during the course of the year for carrying out surveys which became due on varying dates.
∙ In order to tackle this problem, the IMO has ‘harmonized’ the system to provide ease and uniformity. Salient features of the HSSC are as follows:
1. All certificates that fall under this system will be issued on one date only, so that all annual and other surveys for each certificate will fall on the same dates.
2. There will be a one-year standard interval between surveys.
3. All cargo ship safety certificates are designed for 5-year validity with annual endorsements. The Passenger ship safety certificate remains valid for one year and there is no change in that.
4. The first survey which a ship undergoes is always the Initial Survey. The date of completion of ALL the surveys is the date of issue of each certificate.
5. Annual surveys may be carried out within 3 months before or after the anniversary date of the certificate. The intermediate surveys may be carried out within 6 months of the half-way date of the certificate. That means the intermediate survey will be carried out together with, or in place of, second or third annual survey.
6. Renewal survey can be carried out upto 3 months prior to the date of expiry of the certificate without loss of validity. A 3-month extension of validity is possible to enable a ship to complete its voyage (one month for ships engaged on short voyages). The date of issue of such certificates will be from the date of expiry of the existing certificate before extension.
7. Atleast two inspections of the ship’s bottom are to be carried out in a period of 5 years, with maximum interval between the two inspections to not exceed 36 months.
∙ When their annual surveys and other surveys became due, preparations had to be done for each individual survey. Often preparations were duplicated as items for inspection under different surveys overlapped.
∙ Thus, ship’s officers were constantly under pressure to prepare the ship for surveys all the time. It also became a problem for the certifying authorities who had to board the ship for survey, several times during the course of the year for carrying out surveys which became due on varying dates.
∙ In order to tackle this problem, the IMO has ‘harmonized’ the system to provide ease and uniformity. Salient features of the HSSC are as follows:
1. All certificates that fall under this system will be issued on one date only, so that all annual and other surveys for each certificate will fall on the same dates.
2. There will be a one-year standard interval between surveys.
3. All cargo ship safety certificates are designed for 5-year validity with annual endorsements. The Passenger ship safety certificate remains valid for one year and there is no change in that.
4. The first survey which a ship undergoes is always the Initial Survey. The date of completion of ALL the surveys is the date of issue of each certificate.
5. Annual surveys may be carried out within 3 months before or after the anniversary date of the certificate. The intermediate surveys may be carried out within 6 months of the half-way date of the certificate. That means the intermediate survey will be carried out together with, or in place of, second or third annual survey.
6. Renewal survey can be carried out upto 3 months prior to the date of expiry of the certificate without loss of validity. A 3-month extension of validity is possible to enable a ship to complete its voyage (one month for ships engaged on short voyages). The date of issue of such certificates will be from the date of expiry of the existing certificate before extension.
7. Atleast two inspections of the ship’s bottom are to be carried out in a period of 5 years, with maximum interval between the two inspections to not exceed 36 months.
I = Initial, A = Annual, R = Renewal, P = Periodical, Int. = Intermediate
Enhanced Survey Programme (ESP)
∙ The ESP has been made mandatory by IMO and SOLAS Chapter XI in order for the ships to maintain the ESP Notation of Class.
∙ It is mandatory for the following ships:-
1. Oil Tankers.
2. Product tankers and Chemical Tankers
3. Bulk Carriers (including ore-carriers and combination carriers)
∙ The ESP came into force in response to the large number of losses of bulk carriers and pollution caused by accidents on tankers. In order to prevent this, enhanced (more stringent) hull surveys were required, for which the IACS has developed the ESP. ∙ ESP contains unified requirements to be adopted by all Classification Societies while surveying tankers and bulk carriers. ∙ The Continuous Hull Survey (CHS) is now replaced by the ESP for ships to which it is applicable.
∙ A ‘survey programme’ has to be prepared by the Owner and submitted to the Recognized Organisation (RO), 6 months prior to the survey. ∙ The ESP may be commenced at the 4th Annual Survey and be progressed during the succeeding year with a view to completion by the 5th Anniversary date.
∙ IMO gives guidelines for preparation for the ESP survey in the form of two annexes – one for bulk carrier and one for oil tankers. Some definitions
1. Close-up examination – is one where details of structural components within the inspection range of the surveyor i.e. normally within reach of hand are closely examined.
2. Overall survey – is intended to report on the overall condition of the tank / hold / hull structure and determine the extent of additional close-up surveys required.
3. Suspect areas – are the locations which are considered prone to rapid wastage or which show excessive corrosion. Planning and Preparation-
∙ Proper planning and co-operation between the Owner and the Class will ensure quality of the survey.
∙ For this, a specific ‘Survey Programme’ is worked out in advance and submitted to the Classification Society for approval.
∙ Proper preparations must be carried out by way of cleaning, descaling and rigging proper means of access acceptable to the surveyor. For example, scaffoldings, cherry pickers, boats or rafts, etc. together with proper illumination.
∙ The Survey Planning Document must identify critical areas which are high risk and stipulate its location, extent and means of close-up examination.
∙ The Survey Planning document must also contain ship particulars, plans of tanks / holds, its mean of corrosion protection, tanks and areas nominated for close-up examinations and thickness measurement.
Documentation – ∙ Apart from ‘Survey Programme’, the vessel must have onboard all the documents as required by the surveyor. These usually include –
1. Main structural plans of holds and tanks.
2. Previous repair history.
3. Cargo and ballast history.
4. Records of inspection of these spaces by ship’s personnel.
During the Survey-
∙ The Owner must provide all necessary facilities for safe execution of the survey. Spaces to be inspected must be clean, well illuminated and safe for entry. Communication systems should be arranged between the survey party in the tank and responsible officer on deck.
∙ Gas-meters, oxygen monitors, breathing apparatus, lifelines, whistles, etc. should be at hand during the survey.
∙ A safety checklist should be provided and all necessary precautions must be taken and procedures must be followed.
∙ Following will be checked in a Bulk Carrier –
1. All holds, ballast tanks, pipe tunnel, cofferdams, hold void spaces, deck and outer hull, supplemented by thickness measurement where required.
2. Checks for substantial corrosion, significant deformation, fractures, damages, etc.
3. Piping and cargo gear condition. Hatch covers and their operation, securing in open position, weather tightness, other components, etc. 4. Hatch coaming, girders, stiffeners, etc.
5. Pressure testing of ballast and FW tanks.
∙ Following will be checked on a Tanker –
1. Hull structure, piping system, pump-rooms, cofferdams, pipe tunnel, void spaces, ballast tanks, etc. supplemented by thickness measurements where required.
2. Checks for substantial corrosion, structural defects and damages, etc. 3. Pressure testing of cargo, ballast and FW tanks. 4. Documentation, PMS, etc.
Evaluation – ∙ The data and information collected during the survey is evaluated and if accepted, then it is endorsed by the Administration.
∙ The conclusions of the analysis will form part of the ‘Condition Evaluation report’ which will be issued to the Owner and placed onboard the ship for reference at future surveys. The Condition Evaluation report must be in English (or translation in English) and must be kept on board for the lifetime of the ship.
∙ A ‘survey report file’ should be made by the Master and preserved onboard which must contain,
1. Condition Evaluation Report
2. Thickness measurement reports
3. Reports of structural surveys
4. Survey planning document
∙ The file must also be available at the Owner’s and Administration’s offices.
∙ The reports are valid for a period of 5 years and next survey must be carried out between the next 4-5 years.
∙ It is mandatory for the following ships:-
1. Oil Tankers.
2. Product tankers and Chemical Tankers
3. Bulk Carriers (including ore-carriers and combination carriers)
∙ The ESP came into force in response to the large number of losses of bulk carriers and pollution caused by accidents on tankers. In order to prevent this, enhanced (more stringent) hull surveys were required, for which the IACS has developed the ESP. ∙ ESP contains unified requirements to be adopted by all Classification Societies while surveying tankers and bulk carriers. ∙ The Continuous Hull Survey (CHS) is now replaced by the ESP for ships to which it is applicable.
∙ A ‘survey programme’ has to be prepared by the Owner and submitted to the Recognized Organisation (RO), 6 months prior to the survey. ∙ The ESP may be commenced at the 4th Annual Survey and be progressed during the succeeding year with a view to completion by the 5th Anniversary date.
∙ IMO gives guidelines for preparation for the ESP survey in the form of two annexes – one for bulk carrier and one for oil tankers. Some definitions
1. Close-up examination – is one where details of structural components within the inspection range of the surveyor i.e. normally within reach of hand are closely examined.
2. Overall survey – is intended to report on the overall condition of the tank / hold / hull structure and determine the extent of additional close-up surveys required.
3. Suspect areas – are the locations which are considered prone to rapid wastage or which show excessive corrosion. Planning and Preparation-
∙ Proper planning and co-operation between the Owner and the Class will ensure quality of the survey.
∙ For this, a specific ‘Survey Programme’ is worked out in advance and submitted to the Classification Society for approval.
∙ Proper preparations must be carried out by way of cleaning, descaling and rigging proper means of access acceptable to the surveyor. For example, scaffoldings, cherry pickers, boats or rafts, etc. together with proper illumination.
∙ The Survey Planning Document must identify critical areas which are high risk and stipulate its location, extent and means of close-up examination.
∙ The Survey Planning document must also contain ship particulars, plans of tanks / holds, its mean of corrosion protection, tanks and areas nominated for close-up examinations and thickness measurement.
Documentation – ∙ Apart from ‘Survey Programme’, the vessel must have onboard all the documents as required by the surveyor. These usually include –
1. Main structural plans of holds and tanks.
2. Previous repair history.
3. Cargo and ballast history.
4. Records of inspection of these spaces by ship’s personnel.
During the Survey-
∙ The Owner must provide all necessary facilities for safe execution of the survey. Spaces to be inspected must be clean, well illuminated and safe for entry. Communication systems should be arranged between the survey party in the tank and responsible officer on deck.
∙ Gas-meters, oxygen monitors, breathing apparatus, lifelines, whistles, etc. should be at hand during the survey.
∙ A safety checklist should be provided and all necessary precautions must be taken and procedures must be followed.
∙ Following will be checked in a Bulk Carrier –
1. All holds, ballast tanks, pipe tunnel, cofferdams, hold void spaces, deck and outer hull, supplemented by thickness measurement where required.
2. Checks for substantial corrosion, significant deformation, fractures, damages, etc.
3. Piping and cargo gear condition. Hatch covers and their operation, securing in open position, weather tightness, other components, etc. 4. Hatch coaming, girders, stiffeners, etc.
5. Pressure testing of ballast and FW tanks.
∙ Following will be checked on a Tanker –
1. Hull structure, piping system, pump-rooms, cofferdams, pipe tunnel, void spaces, ballast tanks, etc. supplemented by thickness measurements where required.
2. Checks for substantial corrosion, structural defects and damages, etc. 3. Pressure testing of cargo, ballast and FW tanks. 4. Documentation, PMS, etc.
Evaluation – ∙ The data and information collected during the survey is evaluated and if accepted, then it is endorsed by the Administration.
∙ The conclusions of the analysis will form part of the ‘Condition Evaluation report’ which will be issued to the Owner and placed onboard the ship for reference at future surveys. The Condition Evaluation report must be in English (or translation in English) and must be kept on board for the lifetime of the ship.
∙ A ‘survey report file’ should be made by the Master and preserved onboard which must contain,
1. Condition Evaluation Report
2. Thickness measurement reports
3. Reports of structural surveys
4. Survey planning document
∙ The file must also be available at the Owner’s and Administration’s offices.
∙ The reports are valid for a period of 5 years and next survey must be carried out between the next 4-5 years.
Condition Assessment Scheme(CAS)
∙ Condition Assessment scheme (CAS) entered into force on 5th April, 2005.
∙ The CAS is a mandatory survey scheme which imposes certain pollution prevention measures for single hulled oil tankers. It is somewhat similar to the ESP but it is applicable only to single hulled oil tankers, in particular to those that are 15 years or older. These tankers are subjected to mandatory CAS, adopted by the MEPC.
∙ In addition to the mandatory requirement, some Flag States or Port States may require compliance with these requirements even if the ship is not over 15 years old. In order to permit further trading under the flag / port state, such local regulations must be complied with.
∙ To readily identify the ships required to comply with CAS, a ‘Memo’ is added to the ship’s survey status, further emphasizing the requirements.
∙ Classification societies undertake CAS surveys on behalf of Administration.
∙ CAS is intended to complement the requirements of ESP and should be undertaken in conjunction with the ESP, concurrent with the Intermediate or Renewal Survey.
∙ The first such assessment must be done concurrent with the first intermediate or special survey of Class due after 5th April 2005 or when ship completes 15 years of age, whichever occurs later.
∙ There is a requirement for proper preparatory measures to be undertaken prior to conducting the survey. These requirements are as follows:
1. Initial Notification from the Company to the Administration must be sent 8 months prior to the planned commencement date of the survey.
2. The Administration shall consider the notification and review the vessel’s history, detention records, casualty history, major NC’s, safety inspection reports, etc. If all found satisfactory, the Administration will authorize the RO to commence the CAS process on that ship.
3. Upon receipt of authorization, the RO shall issue to the Company the ‘survey planning questionnaire’, not later than 7 months prior the planned commencement date of the survey.
4. The Company shall complete and return the questionnaire to the Class and sent a copy to the Administration, not less than 5 months prior the planned commencement of the survey.
5. In co-operation with the RO, the company shall prepare and complete a ‘Survey Plan’ for CAS and submit the same to the Class Office (copy to Administration) not less than 2 months prior the planned commencement of the survey.
6. The Administration shall review the plan to confirm compliance with the CAS requirements. After the plan is agreed and approved, the survey may commence.
∙ Prior to commencement of CAS survey, the Company shall inform the Administration of the final arrangements, including a CAS survey location, commencement date, duration and date of pre-survey meeting.
∙ The Administration may decide to take part or monitor the survey progress.
∙ During the inspection, the hull structure in way of cargo tanks, pump rooms, cofferdams, pipe tunnels, void spaces, cargo and ballast tanks, etc. will be inspected and may require additional thickness measurements and close-up surveys than that required by ESP.
∙ On completion of the survey, the attending surveyor will issue an Interim Statement of Compliance valid for a period of 5 months. After completion of the CAS final report, and verification by Administration, the final CAS Statement of Compliance will be issued by the Administration.
∙ Further CAS surveys will then be carried out at intervals of 5 years, following the same procedures. (Different Classification societies may have different requirements).
∙ The CAS is a mandatory survey scheme which imposes certain pollution prevention measures for single hulled oil tankers. It is somewhat similar to the ESP but it is applicable only to single hulled oil tankers, in particular to those that are 15 years or older. These tankers are subjected to mandatory CAS, adopted by the MEPC.
∙ In addition to the mandatory requirement, some Flag States or Port States may require compliance with these requirements even if the ship is not over 15 years old. In order to permit further trading under the flag / port state, such local regulations must be complied with.
∙ To readily identify the ships required to comply with CAS, a ‘Memo’ is added to the ship’s survey status, further emphasizing the requirements.
∙ Classification societies undertake CAS surveys on behalf of Administration.
∙ CAS is intended to complement the requirements of ESP and should be undertaken in conjunction with the ESP, concurrent with the Intermediate or Renewal Survey.
∙ The first such assessment must be done concurrent with the first intermediate or special survey of Class due after 5th April 2005 or when ship completes 15 years of age, whichever occurs later.
∙ There is a requirement for proper preparatory measures to be undertaken prior to conducting the survey. These requirements are as follows:
1. Initial Notification from the Company to the Administration must be sent 8 months prior to the planned commencement date of the survey.
2. The Administration shall consider the notification and review the vessel’s history, detention records, casualty history, major NC’s, safety inspection reports, etc. If all found satisfactory, the Administration will authorize the RO to commence the CAS process on that ship.
3. Upon receipt of authorization, the RO shall issue to the Company the ‘survey planning questionnaire’, not later than 7 months prior the planned commencement date of the survey.
4. The Company shall complete and return the questionnaire to the Class and sent a copy to the Administration, not less than 5 months prior the planned commencement of the survey.
5. In co-operation with the RO, the company shall prepare and complete a ‘Survey Plan’ for CAS and submit the same to the Class Office (copy to Administration) not less than 2 months prior the planned commencement of the survey.
6. The Administration shall review the plan to confirm compliance with the CAS requirements. After the plan is agreed and approved, the survey may commence.
∙ Prior to commencement of CAS survey, the Company shall inform the Administration of the final arrangements, including a CAS survey location, commencement date, duration and date of pre-survey meeting.
∙ The Administration may decide to take part or monitor the survey progress.
∙ During the inspection, the hull structure in way of cargo tanks, pump rooms, cofferdams, pipe tunnels, void spaces, cargo and ballast tanks, etc. will be inspected and may require additional thickness measurements and close-up surveys than that required by ESP.
∙ On completion of the survey, the attending surveyor will issue an Interim Statement of Compliance valid for a period of 5 months. After completion of the CAS final report, and verification by Administration, the final CAS Statement of Compliance will be issued by the Administration.
∙ Further CAS surveys will then be carried out at intervals of 5 years, following the same procedures. (Different Classification societies may have different requirements).
Condition Assessement Program(CAP)
∙ CAP is a voluntary program, initially developed by the oil industry, to assess the continued fitness of older ships to carry their cargoes safely.
∙ The commercial opportunities of an old tanker, bulk carrier or container vessel is severely limited without a satisfactory CAP rating. Cargo owners and major charterers require or prefer either CAP 1 or CAP 2 rating for all older vessels fixed to carry their cargo. This is why, CAP is adopted.
∙ Statistics show that ships over the age of 20 years are four times more likely to be involved in an accident.
∙ CAP is a recognized method for a ship owner to demonstrate the quality and suitability of a vessel for the charterer and his cargo.
∙ CAP involves a detailed survey including,
1. Thickness Gauging of the vessel’s structure
2. Sophisticated strength and fatigue engineering analysis
3. Testing of vessel’s machinery, equipment and cargo systems
∙ In the CAP survey, two experienced surveyors will be informed of the specific areas of fatigue concerns, and will conduct a close-up visual inspection, supported by an extensive photographic record, of all cargo and ballast spaces to determine the degree of structural deterioration.
∙ An approved gauging (thickness measurement) firm will conduct a comprehensive ultrasonic gauging of the hull subject to maximum bending moments. With the results and coupled with past repair history and original scantling, the engineers conduct an evaluation of the vessel’s structural strength.
∙ The surveyors will also carry out function tests on Main engine, aux. engines, steering gear, electric power supply, cargo pumps, ballast pumps, venting systems, etc.
∙ The results of these tests, together with strength and fatigue assessment records are evaluated by Classification society experts and a final CAP rating is assigned to the ship.
∙ CAP 1 means very good and CAP 2 means good, which is required by most charterers. Both these ratings suggest that the vessel has been maintained to a standard in excess of the Classification minimums.
∙ The survey takes about 10 days, hence to avoid operational disturbance, it is recommended that the survey is undertaken while vessel is in ballast condition at sea. It is also recommended that CAP survey is co-ordinated with vessel’s special or intermediate Class survey whenever possible.
∙ Even for CAP, a survey plan must be worked out in advance with the Class, a survey planning meeting must be held and documented.
∙ The commercial opportunities of an old tanker, bulk carrier or container vessel is severely limited without a satisfactory CAP rating. Cargo owners and major charterers require or prefer either CAP 1 or CAP 2 rating for all older vessels fixed to carry their cargo. This is why, CAP is adopted.
∙ Statistics show that ships over the age of 20 years are four times more likely to be involved in an accident.
∙ CAP is a recognized method for a ship owner to demonstrate the quality and suitability of a vessel for the charterer and his cargo.
∙ CAP involves a detailed survey including,
1. Thickness Gauging of the vessel’s structure
2. Sophisticated strength and fatigue engineering analysis
3. Testing of vessel’s machinery, equipment and cargo systems
∙ In the CAP survey, two experienced surveyors will be informed of the specific areas of fatigue concerns, and will conduct a close-up visual inspection, supported by an extensive photographic record, of all cargo and ballast spaces to determine the degree of structural deterioration.
∙ An approved gauging (thickness measurement) firm will conduct a comprehensive ultrasonic gauging of the hull subject to maximum bending moments. With the results and coupled with past repair history and original scantling, the engineers conduct an evaluation of the vessel’s structural strength.
∙ The surveyors will also carry out function tests on Main engine, aux. engines, steering gear, electric power supply, cargo pumps, ballast pumps, venting systems, etc.
∙ The results of these tests, together with strength and fatigue assessment records are evaluated by Classification society experts and a final CAP rating is assigned to the ship.
∙ CAP 1 means very good and CAP 2 means good, which is required by most charterers. Both these ratings suggest that the vessel has been maintained to a standard in excess of the Classification minimums.
∙ The survey takes about 10 days, hence to avoid operational disturbance, it is recommended that the survey is undertaken while vessel is in ballast condition at sea. It is also recommended that CAP survey is co-ordinated with vessel’s special or intermediate Class survey whenever possible.
∙ Even for CAP, a survey plan must be worked out in advance with the Class, a survey planning meeting must be held and documented.
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