Gas SIR CDI 9th edition
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Section 3. |
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BRIDGE |
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3.1 |
Ref. |
Navigation and Bridge Organization |
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No |
N/A |
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3.1.74Colreg1990
3.1.75SOLAS V Reg 19. 2.2.2
3.1.75
3.1.76SOLAS II-1 Reg 37
3.1.76
3.1.77
3.1.77SOLAS V Reg 19.2.8
Navigational shapes are readily available for hoisting and are |
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in satisfactory condition |
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The operational condition of the Aldis signalling lamp is |
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satisfactory |
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All sources of power to the lamp should be tested. |
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The operational condition of all communication links between |
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Bridge and Engine Room is satisfactory |
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Each of the communication links should be tested. |
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Input from the speed log to the anti collision system is speed |
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through the water |
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This is a requirement for vessels of 10,000grt and over. However, if the vessel irrespective of size, is fitted with an ARPA, input from the speed log should be through the water.
3.1.78 |
VDR equipment is tested and, when possible the complete |
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retention of data, is verified to insure operation of the system |
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3.1.78 |
Some authorities require testing on a more frequent basis than the |
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annual service. Ship-specific procedures should be in place |
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regarding this testing program, and records should be available to |
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confirm completion of the testing as per the procedure. |
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3.1.79
3.1.79SOLAS V SN/Circ.227
3.1.80
3.1.80ISGOTT 4.8.4. TSG 2.21.1
3.1.81
3.1.81SOLAS Regulation V/19 MSC.282 (86)
3.1.82
3.1.82
The AIS display and keyboard should be available to the mariner at the position from which the ship is normally
operated
If the AIS feeds directly to the radar, this questionCoppolashould be marked N/A.
AIS is switched off or operating at a low power setting of 1 watt or less when required
If the AIS does not have a 1 watt setting, this question should be
marked NO. Massimiliano
A Bridge Navigation Watch Alarm System (BNWAS) is fitted
All ships of 150 gross tonnage and upwards shall be fitted with a bridge navigational watch alarm system (BNWAS). The BNWAS reset control must be located in a position that allows for continuous lookout. It should not be located in a chartroom or other enclosed area, and it may not be operatedby in automatic mode.
this procedure should include the following:
Exclusion of media and social entertainment equipment, including personal computers.
Is there a CompanyPurchasedprocedure in place preventing distraction of personnel on the bridge while on duty.
Restriction of personal mobile phones and clear guidelines as to when the use of such devises are permitted.
Restriction of non-essential personnel and clear guidelines as to when visitors are permitted on the bridge.
A statement that the OOW should not be or allow themselves to become distracted.
The Inspector should note that the procedure has been implemented and realised by all members of the bridge team the importance of been focused while on duty.
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Copy of Massimiliano Coppola
Gas |
SIR Page 51 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |
Section 3. |
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BRIDGE |
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3.2 |
Ref. |
Radio and Communications |
Yes |
No |
N/A |
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3.2.1
3.2.1SOLAS IV Reg 16.1
3.2.2
3.2.2ISGOTT 4.8.2.2
3.2.3SOLAS IV Reg 7,8,9, 10 & 11
A certificated operator is designated to have primary responsibility for radio communications during distress incidents
This may be contained in a Company operating manual or in orders written by the Master. The person shall also be identified on the Emergency Muster List. The person may be identified by name or by rank, and must have no other assigned duties on the muster list.
Portable intrinsically safe radio handsets are provided to deck watchkeepers
Radio handsets should contain a manufacturer's plate or other marking, or a certificate for each radio should be available on board, indicating the set was manufactured as an intrinsically safe device. Radio sets should also be in an operational condition which ensures that their intrinsically safe classification has not been compromised.
GMDSS Station (applicable to the area) is fitted and appears operational
3.2.4
3.2.4STCW B VIII/2 3-3 SOLAS IX ISM 10.2.1 STCW B-VIII/2 3-3.14.1
3.2.5
3.2.5SSSCL
3.2.6
3.2.6TSG 2.21.1 ISGOTT 4.8.2.2
3.2.7SOLAS IV Reg 6 2.5
3.2.8IMO GMDSS Handbook Annex 8-12
A GMDSS Radio Log is maintained up to date
As a minimum, the GMDSS Radio Log should provide details of:
-Training of persons assigned to sendCoppoladistress alerts -General training given to relevant crew members with
regard to distress and safety procedures -Operational status of the communication equipment
-Details of daily, weekly and monthly tests of equipment and batteries
isolation switch.
-Details of EPIRB test and working condition |
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The main transmitting aerialsMassimilianoare earthed / grounded during |
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cargo operations |
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Grounding of GMDSS equipment may be a keyboard function, |
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or alternatively may be achieved by manually operated |
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VHF/UHF radio equipment is operating at low power setting when required
If a VHF or UHF is being used while the vessel is conducting cargo operations, or is operating nearby other vessels conducting cargo operations, the power output should be reduced to 1 watt or less. If power cannot be reduced to less than 1 watt, it should be switched off if allowed by local authorities.
Communication equipment is clearly marked with the call sign, ship station identity an other applicable codes
Operating guidance for distress situations is displayed in close proximity to the communications equipment
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Copy of Massimiliano Coppola
Gas |
SIR Page 52 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |
Section 3. |
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BRIDGE |
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3.2 |
Ref. |
Radio and Communications |
Yes |
No |
N/A |
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3.2.9 |
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Compartments containing batteries comply with the regulations |
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related to closing appliances, ventilation and posting of |
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warning notices. |
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3.2.9 |
SOLAS II- |
Where a battery room ventilator is fitted with a closing device, |
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2/5.2.1.1 |
then a warning notice stating, for example "This closing device |
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MSC.1/Circ.14 |
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is to be kept open and only closed in the event of fire or other |
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emergency – Explosive gas", should be provided at the closing device to mitigate the possibility of inadvertent closing.
3.2.10SOLAS IV
3.2.11STCW 95 B-VIII/2 3-3 33
3.2.12
3.2.12SOLAS III Reg 6.2.2
3.2.13
3.2.13SOLAS V Reg 27
3.2.14SOLAS III Reg 6.2.1.1
3.2.14SOLAS III Reg 6.2.1.1
3.2.15
3.2.15SOLAS V Reg 27
Batteries (and fittings) used as a reserve source of energy for Condition of the reserve source of energy for the radio installation is regularly recorded
There are at least two correctly located radar transponders (SARTs)
A SART may be incorporated into the 406MHz EPIRB.On ships carrying at least two radar transponders and equipped with freefall lifeboat, one of the transponders shall be stowed in the freefall lifeboat and the other located in the immediate vicinity of the navigation bridge.
Corrections of Radio Lists are up to date to latest Notices to Mariners received
The Lists of Radio Signals should be corrected in the same
manner as the other Nautical Publications.
board for use in the survival craft
At least three two-way VHF radiotelephoneCoppolaapparatus are on
It must operate on VHF Ch. 16 and on at least one other channel. The unit must be water-tight. It must utilize sealed batteries, and must only be used for distress communications.
Mariners received
Corrections of Radio Lists Massimilianoare up to date to latest Notices to
The Lists of Radio Signals should be corrected in the same manner as the other Nautical Publications.
Purchased |
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Copy of Massimiliano Coppola
Gas |
SIR Page 53 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |
Section 3. |
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BRIDGE |
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3.3 |
Ref. |
Crew Knowledge and Proficiency |
Yes |
No |
N/A |
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The Inspector will interview various members of the crew to |
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seek evidence of knowledge and proficiency. The purpose of |
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the interview is to ensure that personnel can demonstrate |
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sufficient depth of knowledge and familiarity with the policies, |
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procedures, and equipment on-board, as laid down in their job |
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description. |
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3.3.1 |
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Bridge watchkeeping officers are familiar with the international |
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collision regulations |
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3.3.1 |
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Examples of items the Inspector may question include: |
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- Restricted visibility |
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- Sound signals |
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- Day and night-time signals |
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- Traffic separation schemes |
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- Stand-on/Give Way vessels |
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3.3.2 |
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Bridge watchkeeping officers are familiar with buoyage |
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systems |
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3.3.2 |
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Examples of items the Inspector may question include: |
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- A and B systems |
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- Cardinal marks, Lateral marks, Safe water marks, etc. |
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- Characteristics |
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3.3.3 |
Bridge watchkeeping officers are familiar with procedures for |
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handing over or taking charge and his duties when he is in |
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charge |
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Coppola |
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3.3.3 |
Examples of items the Inspector may question include: |
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- Navigating with a pilot embarked |
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- Master taking over the charge of the bridge |
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- Master handing over the charge of the bridge |
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3.3.4 |
- GPS |
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Bridge watchkeeping officers are familiar with the company |
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procedures and Master's standing orders for being called to |
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the bridge |
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3.3.5 |
Bridge watchkeeping officers are familiar with the operation |
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and limitations of all bridge equipment |
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3.3.5 |
Examples of items the Inspector may question include: |
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- Radars |
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- ECDIS and electronic chart systems (ECS) |
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- ARPA |
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- Steering gear changeover |
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- Main engine controls |
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- Communications equipment |
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- UMS systems and changeover |
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- Limitations may include the removal of layers, blind spots, |
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T&P corrections, etc.,). |
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3.3.6 |
Bridge team personnel are familiar with the Bridge Procedures |
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Guide, including when under pilotage |
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3.3.6 |
Examples of items the Inspector may question include: |
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Information that should be routinely reported to the Master |
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or bridge team leader.
Deviations from the voyage plan and/or reacting to unforeseen circumstances.
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Copy of Massimiliano Coppola
Gas |
SIR Page 54 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |
Section 3. |
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BRIDGE |
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3.3 |
Ref. |
Crew Knowledge and Proficiency |
Yes |
No |
N/A |
Cat |
Gp |
3.3.7
3.3.7STCW A-VI/1 ISM 8.1
MSC/Circ.
1024
Personnel are familiar with the applicable emergency |
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procedures as listed in the Guidance Notes for 7.1.2 |
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The inspector should randomly select a representative sample |
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of emergency procedures to discuss. Watchkeeping officers |
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should know when to save data after an incident on |
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appropriate equipment (such as VDR, echo sounder, and |
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ECDIS, as appropriate), where to find procedures describing |
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how to save that data, and any limitations on saving the data. |
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3.3.8
3.3.8SOLAS IX ISM 8.1
3.3.9
3.3.9SOLAS IX ISM 8.1
Personnel are aware of which equipment will switch over to |
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battery or reserve power in case of a power outage |
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This question is intended to cover any other area questioned |
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by the inspector not covered by the questions in this chapter. |
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If answered No, the inspector should note the issues |
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identified. |
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Bridge team personnel are familiar with other aspects of the |
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bridge and navigational policies and procedures |
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This question is intended to cover any other area questioned |
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by the inspector not covered by the questions in this chapter. |
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If answered No, the inspector should note the issues |
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identified. |
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Coppola |
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Massimiliano |
Purchased |
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Copy of Massimiliano Coppola
Gas |
SIR Page 55 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |
Section 4. |
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MOORING |
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4.1 |
Ref. |
Mooring |
Yes |
No |
N/A |
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4.1.1
4.1.1OCIMF Mooring equipment Guide
4.1.2
4.1.2OCIMF Mooring equipment Guide
MEG 6.5.1
MEG 6.5.2
The Company has procedures on safe mooring which reflect |
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industry standards |
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Procedures for safe mooring should be contained in the SMS |
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or a Company manual, and it must identify the risks associated |
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with mooring activities and the manning requirements. These |
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procedures may include: |
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-Safety precautions during mooring operations
-General mooring arrangements
-The avoidance of mixed moorings in the same service
-Same service lines of similar length
-Use of tails
-Correct layering on drums
-Correct reeling on drums
-Testing of brakes etc.
-Care, maintenance and renewal of mooring lines
The ship is moored in accordance with industry standards |
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The answer to this question will be assessed following an |
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inspection of the actual moorings of the ship. The inspection of |
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the moorings should confirm: |
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- Moorings of differing materials or lengths not be used in |
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the same service. |
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- Self tensioning winches should not be used in automatic |
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mode. |
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Coppola |
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- As per the MEG, when synthetic tails are fitted to wires, |
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the synthetic tails are at least 25% stronger than the wire, |
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or when nylon/polyamide are used, at least 37% stronger. |
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- Synthetic tails should be at least 11m in length, and may |
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be longer as required based on berth location. |
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- The angle of dip between ship and shore is not |
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excessive. |
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- The recommended method of turning-up a rope on bitts is |
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to take one or two full turns around the leading post before |
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‘figure-of-eighting’. The reason for this is to reduce the |
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tendency to pull the two posts together. |
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- Stoppers are of the correct type for the moorings in use. |
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- No more than one layer on split drums
- Safe working loads of mooring ropes, bits, roller fairleads, etc. are appropriate to meet the latest edition of the MEG
- All mooring systems are fully operational and the pattern is free of obstructions for all mooring circumstances
- Moorings of differing materials or lengths not be used in the same service.
- Self tensioning winches should not be used in automatic mode.
- The angle of dip between ship and shore is not excessive.
Copy of Massimiliano Coppola
Gas |
SIR Page 56 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |
Section 4. |
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MOORING |
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4.1 |
Ref. |
Mooring |
Yes |
No |
N/A |
Cat |
Gp |
4.1.3
4.1.3TSG (C) 2.3& SSSCL
4.1.4
4.1.4OCIMF Mooring
4.1.5
4.1.5
4.1.6
4.1.6SOLAS IX ISM 10.1
4.1.7Information only
4.1.8
4.1.8OCIMF Mooring Equipment Guidelines 7.4.5
-The recommended method of turning-up a rope on bitts is to take one or two full turns around the leading post before ‘figure-of-eighting’. The reason for this is to reduce the tendency to pull the two posts together.
-Stoppers are of the correct type for the moorings in use.
-No more than one layer on split drums
-Safe working loads of mooring ropes, bits, roller fairleads, etc. are appropriate to meet the latest edition of the MEG
-All mooring systems are fully operational and the pattern is free of obstructions for all mooring circumstances
While moored, ship's staff are maintaining a regular inspection of the moorings
This should be assessed by observation during period onboard.
There are sufficient crew available to safely moor the ship
This should be assessed following a general discussion on mooring practices. A reduced manning situation is only acceptable in cases where the mooring equipment and layout has been designed for the purpose. As a guide there should
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- A competent person to supervise the operation at each mooring station.
- A person to tend each winch control which is in operation.
While in port, deck machineryMassimilianois ready for use at all times
- A person to tend any rope being hove in on a drum end, with a second person available to clear bights of rope away from the winch area and apply stoppers as required.
- Sufficient persons available to run out the moorings.
The mooring winches must be available for starting without the need for the engine room staff to increase the power
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There must be evidence of a written programme for the regular maintenance and inspection of the mooring equipment.
The ship is fitted with self-storing mooring winches
If Yes:
There is a schedule for the testing of the winch brake rendering capacities
Within the mooring equipment maintenance programme should be a section dedicated to the systematic testing of the winch brake rendering capacities.
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4.1.9 |
There are records indicating the testing of winch brakes |
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Copy of Massimiliano Coppola
Gas |
SIR Page 57 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |
Section 4. |
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MOORING |
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4.1 |
Ref. |
Mooring |
Yes |
No |
N/A |
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4.1.9 |
Mooring |
The test refers to the rendering point of the winch. |
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Equipment |
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Guidelines 7.4.5
4.1.10
4.1.11
4.1.11OCIMF Mooring Equipment Guidelines
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Winch brakes are tested every _____ months |
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All mooring lines are correctly spooled on mooring |
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All lines on drums must be reeled on to the winch drum in the |
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correct direction, i.e. pulling against the fixed point of the brake |
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when under tension. |
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This requirement may not apply to drums fitted with disc |
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brakes. |
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4.1.12 |
ISGOTT 23.3.1 The mooring winches appear in good working condition |
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ISGOTT 23.3.1 The windlass appears in good working condition with bearings |
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greased etc. |
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4.1.14 |
ISM 10.1 |
The anchors and anchor chains appear in good working |
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condition |
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4.1.15 |
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The anchor cable stoppers appear in good condition |
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The cable stopper is for use when the ship is at anchor, but is |
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not necessarily required when moored. |
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4.1.16 |
ISGOTT |
Anchors are cleared for use when entering port |
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4.1.17 |
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Condition of mooring ropes, wires and lines (as fitted) appear |
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satisfactory |
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4.1.17 |
SOLAS IX ISM |
This question should be assessed by visual observation. In |
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10.1 |
general moorings should NOT be considered satisfactory if: |
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- Synthetic ropes have multiple splices, or any splice has |
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fewer than five tucks. |
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- Synthetic ropes have strands damaged or cut. |
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- Synthetic ropes have signs of abrasion burning. |
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- Synthetic ropes tainted with oil, paint or detergents. |
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- Wire rope show signs of poor maintenance. |
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- Wire rope(s) show dry or darkened areas or other signs |
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of corrosion. |
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- Wire rope(s) havebymore than three broken wires in any |
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strand, or five in any adjacent strands in a length of wires |
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requires removal and the wire resplicing. |
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unsatisfactory. |
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wires. |
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vessel |
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Observations must identify the winch(es) with the defect |
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mooring(s) |
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4.1.18 |
OCIMF |
Synthetic mooring tails are fitted |
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Mooring Guide |
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If Yes: |
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4.1.19 |
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Synthetic mooring tails appear to comply with OCIMF |
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guidelines |
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Copy of Massimiliano Coppola
Gas |
SIR Page 58 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |
Section 4. |
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MOORING |
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4.1 |
Ref. |
Mooring |
Yes |
No |
N/A |
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Gp |
4.1.19 |
MEG 6.5.1 |
- As per the MEG, when synthetic tails are fitted to wires, |
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the synthetic tails are at least 25% stronger than the wire, |
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or when nylon/polyamide are used, at least 37% stronger. |
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MEG 6.5.2
OCIMF
Mooring
4.1.20
4.1.20OCIMF Mooring
4.1.21
4.1.21MEG 6.1.4
4.1.22
4.1.22TSG (C) 2.4
MEG 3.12
MEG 3.12
4.1.23
4.1.23TSG (C) 2.4
4.1.24SOLAS IX ISM 10.1
4.1.25
4.1.25MSC.1/CIRC.1 255 & MSC Circ. 1175
-Length of synthetic tails should comply with the latest recommendation of the MEG or equivalent industry standards
-If the manufacturer recommends that it is appropriate, a synthetic tail can be attached to a HMPE line through the use of a cow hitch, but a cow hitch may not be used with Aramid® lines or wires
Synthetic mooring tails are connected with a non-friction
connection when required
Typical non-friction connections are Mandal or Tonsberg shackles.
Certificates are available for all mooring wires and ropes
A system must be in place to match the certificate to the wire or rope.
Emergency towing off wires (fire wires), appear in good condition
The emergency towing wires should be assessed as above. In addition the wires should be of strength and length for use under emergency towing conditions. OCIMF recommend:
- Wires of 6 x 36 construction with an independent wire rope core.
- For ships under 20,000 DWT, the MBL should be 30 tons
and length 25 m. |
Coppola |
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- For ships from 20,000 DWT to 100,000 DWT, the MBL |
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should be 55 tons and length 45 m.
When rigged, emergency towing off wires (fire wires) are properly rigged
- OCIMF no longer recommends the rigging of emergency
towing off wires while alongside, although some ports/berths |
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still require their use. |
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- When requirements are specifiedMassimilianoby the port or terminal, the |
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emergency towing off wires must be rigged as per those |
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by |
requirements. If the port/berth requires they be rigged but |
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does not specify the requirements, they must be rigged as per the MEG.
Fairleads and rollers are free and well greased
Emergency towing procedures must be maintained on board the ship for ready use by the ship’s crew in preparing their ship for towage in an emergency.
All cargo ships over 500 GRT must be provided with a procedures manual in hard copy.
RI
RSI
RI
RI
SI
SSI
Copy of Massimiliano Coppola
Gas |
SIR Page 59 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |
Section 4. |
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MOORING |
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4.2 |
Ref. |
Crew Knowledge and Proficiency |
Yes |
No |
N/A |
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Gp |
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4.1.26 |
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The emergency towing arrangement, if fitted, complies with |
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SOLAS requirements and is in good condition |
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4.1.26 |
SOLAS II-1 |
Ships over 20,000 DWT must be fitted with an emergency |
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Reg 3-4 |
towing arrangement at both ends of the ship. If fitted, they |
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MSC.35 |
must be at both bow and stern with a strong point and |
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fairleads to facilitate towing from either side. A chafing chain |
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should be supplied and stowed in such a way that it can be |
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connected rapidly (1 hour forward, 15 minutes aft) to the |
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strong point. The chain should be of sufficient length to ensure |
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that any towing pennant remains outside the fairlead during |
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the towing operation. The design and construction of the |
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strong point must be approved by the administration. |
4.1.27
4.1.27
4.1.28
4.1.28MEG 6.1 and MGN 308
Decks in the mooring areas have a non slip surface |
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This may be by means of non slip paint, non slip abrasive |
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patches or other suitable alternative. |
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Snap-back areas have been identified via risk assessment |
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The snap-back areas should be marked, but individual snap- |
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back zones should not be marked. The risk assessment |
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should be available to the crew. |
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Coppola |
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by |
Massimiliano |
Purchased |
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Copy of Massimiliano Coppola
Gas |
SIR Page 60 |
Rev. CDI 8/19 |
(C) 2019 Chemical Distribution Institute |