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PSC Deficiency Cards

This document provides guidance on common deficiencies found regarding fire dampers in engine rooms during port state control inspections. It describes the different types of fire dampers and provides checks and tests that can help maintain their effectiveness, including checking the condition of covers, flaps, casings and operating mechanisms, and verifying the proper closing and sealing of dampers. Regular checks and maintenance of fire dampers as outlined can help reduce deficiencies found during inspections.

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0% found this document useful (0 votes)

95 views

PSC Deficiency Cards

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Anggono Atmoko

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PSC

DEFICIENCY
CARDS
A COLLECTION OF THE MOST COMMON DEFICIENCIES
FOUND DURING PORT STATE CONTROL INSPECTIONS

Each card, which includes some photographic material, contains a short description of
the relevant equipment and applicable rules and regulations, together with some
suggested tests and checks which, in the RINA view could, if regularly applied, help
maintain the efficiency and effectiveness of the equipment

AN EASY AND USER-FRIENDLY TOOL TO ASSIST OWNERS

TO REGULARLY CHECK THE MAINTENANCE CONDITION
OF THE SHIP IN THE LIGHT OF A POSSIBLE
PORT STATE CONTROL INSPECTION
01 FIRE DAMPERS (ENGINE ROOM)
02 MAIN FIRE PUMPS
03 EMERGENCY FIRE PUMP
04 FIRE MAIN
05 QUICK CLOSING DEVICES
06 EMERGENCY STOPS
07 EMERGENCY SOURCE OF ELECTRICAL POWER
08 OIL FILTERING EQUIPMENT
09 SLUDGE TANK (ILLEGAL OVERBOARD CONNECTIONS)
10 LIFEBOATS
11 LIFERAFTS
12 LAUNCHING APPLIANCES
13 LOAD LINE APPLIANCES
14 OUTFITTING AND CLEANLINESS OF ENGINE ROOM AND STEERING GEAR ROOM
15 NAUTICAL CHARTS AND PUBLICATIONS
16 LEAKAGE FROM SLOPING PLATE OF TOPSIDE BALLAST TANKS
17 MAIN DECK, EXPOSED DECKS AND SUPERSTRUCTURES
18 ON-LOAD/OFF-LOAD LIFEBOAT RELEASE GEAR
19 SHIP CERTIFICATES AND DOCUMENT; OFFICERS AND RATINGS CERTIFICATION
20 STERN DOORS
21 FIXED PRESSURE WATER SPRAY SYSTEM FOR SPECIAL CATEGORY SPACE
22 CROSS DECKS ON CONTAINER SHIPS
23 MLC
24 RADARS
25 FIXED FIRE DETECTION SYTEMS
26 STRUCTURAL FIRE INTEGRITY
27 EMERGENCY LIGHTS

Release 1.9 – 2018

FIRE DAMPERS (ENGINE ROOM)

1. GENERAL
In the event of an engine room fire, it is obviously
important to be able to shut off both air and fuel. The air
is shut off by means of dampers located in engine
room ventilators.
Ventilators may either be (Fig.1, Fig. 2):
 free-standing on the deck/superstructure; or
 an integral part of the ship’s superstructure including
funnel.

Fig. 3

2.2 Fire flaps and multiple fin flaps

 Check that the “Open” and “Closed” positions
are clearly marked.
 Check the condition of the flaps and their
capability to provide the required seal.
 Flap connected to the rotating rod; rod
properly fit in its support
 Operate the closing device and move the
damper to the “Closed” position. Lever support
greased
. Multiple fin flaps free to move and closing
properly: all fins connected to the operating
lever
 Check structural condition of casing: no holes
– no wastage – no patches – proper
Fig. 1 Fig. 2 connection to deck

Fire dampers may consist of a:

 fire flap inside the ventilator, which may be either
manually operated locally by means of a lever
(Fig. 4, Fig. 7), or remotely operated either by wire
(Fig. 8) or by hydraulic/pneumatic actuator.;
 multiple fin flap on the air inlet, which may be
either manually operated locally by means of a lever
or remotely operated (Fig. 2, Fig. 5, Fig. 6);
 manual hinged cover with sealing gasket and dogs
(Fig. 1, Fig. 3).
 screwed disk on free standing ventilators (Fig. 9)

2. CHECKS AND TESTS Fig. 4

2.1 Hinged covers
 Check the condition of the cover and gasket
(wastage and damage). Cover free to move and
closing properly – no deformation.
 Check the condition of hinges (free to rotate)
and dogs (all fitted in place and greased).
Check the proper fitting of gasket and relevant
containment with particular regard to corners:
gasket not hardened.

FIRE DAMPERS (ENGINE ROOM)

Fig. 8

2.3 Hydraulic and pneumatic remote control

Fig. 5  Check that the remote pneumatic or hydraulic
 Check structural condition of the wire and control in proper working condition: pistons in
its proper connection: length adequate to place and properly connected – no fluid
ensure the complete movement of flaps leakage
 Check that the control station is clearly marked
and operating instruction are properly
displayed including legend
 Check availability of operating fluid
 Check availability and proper working
condition of additional local control

2.4 Screwed disk

 Check structural condition of casing: no holes –
no wastage – no patches - proper connection
to deck
 Check screwed wheel connected and in
working condition
 Check free movement of disk till its closing
position
Fig. 6  Check the proper fitting of gasket and relevant
containment: gasket not hardened

Fig. 9
Fig. 7

MAIN FIRE PUMPS

1. GENERAL 2. CHECKS AND TESTS

Ships are provided with main and emergency fire Make an external visual examination of the pumps,
pumps and they are essential for the safety of the ship. motors, pipes, valves and pressure gauges, looking for
Defective fire pumps, either main or emergency, are damage, corrosion, leakage or malfunctioning.
considered a major deficiency. All necessary repairs Check that fire pump connections are properly bolted
must be carried out before the ship sails. and valves identified
At least two fire pumps (SOLAS 74/88 Reg. II-2/4 Check that pressure gauges on suction and delivery
SOLAS 74/00 Reg.II-2/10.2.2) are provided, located in are in place and in working condition
the engine room (Fig. 1, Fig. 2). The second fire pump Carry out a working test of both pumps separately:
will often be the general service (GS) pump. adequate delivery pressure, evaluation of leakage from
For ships of 1000 Gt and above the two fire pumps shaft seal, evaluation of vibration of pump .
shall be independently driven meanwhile for ships less Connect the foremost and the highest hydrants with the
than 1000 Gt at least two power driven pumps one of relevant fire hoses and nozzles and open them (all
other hydrants remain closed).
which shall be independently driven
Check that the system is capable of producing the
required pressure (1) and that the two jets of water
reach a sufficient horizontal distance (Fig. 3).
During the test, the line for anchor chain washing
should be kept closed.
Check proper operation of dual jet nozzle: spray and jet
mode.

Fig. 1

Fig. 3
(1) Although the SOLAS Convention requires the
following minimum pressures:
for cargo ships
 0.27 N/mm2 for ships with GT>6000; and
 0.25 N/mm2 for ships with 1000<GT<6000
for passenger ships
 0,40 N/mm2 for ships with GT> 4000
 0,30 N/mm2 for ships with 1000 < GT< 4000
to be reached with both pumps working, usually
modern systems can achieve the required pressure
with only one pump working.
***

Fig. 2

Pump driven by electric motor:

1. GENERAL
Ships are provided with main and emergency fire Check connection to emergency switchboard including
pumps and they are essential for the safety of the ship. relevant breaker is in order and labelled
Defective fire pumps, either main or emergency, are Check the proper condition of starter panel
considered a major deficiency. All necessary repairs Motor driven pump:
must be carried out before the ship sails. Check the fuel supply system: tank level gauge – quick
The emergency fire pump (SOLAS 74/88 Reg. II-2/4 & closing valve /remote closing device – fuel distribution
SOLAS 74/00 II-2/10.2) must always be located in a Check availability of adequate amount of fuel for the
compartment separated from the engine room: this is requested autonomy of three hour: additional fuel for 15
often in the forecastle or aft in the steering flat. h should be available on board.
The emergency fire pump may be either driven Check the starting system by compressed air: bottles,
by an electric motor (Fig. 1), fed from the emergency recharging system and distribution line – air dryer if
switchboard, or by a small auxiliary diesel engine fitted or
(Fig. 2). Check the starting system by battery: record of battery
check – battery charger – battery stowage
Check that exhaust gas pipe is tight and properly
insulated: no gas leakage, no hot spots.
Check that the priming system for low water column
head on suction line is properly fitted and in working
condition
Test the pump including priming system connecting
the foremost and the highest hydrants with the
relevant fire hoses and nozzles. Open the two
hydrants mentioned above, check that the system
is capable of producing the required pressure (1)
and that both jets reach a sufficient horizontal
distance (Fig. 3).
Keep the pump functioning for at least 30 minutes.

Fig. 1

Fig. 3

During the test of the emergency fire pump, the

Fig. 2 isolating valve from the engine room is to be closed,
both to test its operation and to avoid pumps in the
engine room being used to raise the pressure.
2. CHECKS AND TESTS During the test the line for anchor chain washing should
be kept closed.
Check that location of emergency fire pump is in
The emergency fire pump must be able to operate
accordance with the fire plan
Make an external visual examination of the pumps, satisfactorily regardless of the draft or trim of the ship
(Fig. 4).
prime movers, pipes, valves and pressure gauges,
looking for damage, corrosion, leakage or
malfunctioning.
Check that operating instruction are displayed.
Check that access and pump room are neat and in
order: no obstruction and ready to use..
Check identification of sea chest valve and relevant
control: local / remote

Fig. 4

When assessing the performance of an emergency fire

pump in full load condition, consider that it could be
tested in lightship condition during a port State control
inspection.

(1)
The SOLAS Convention requires the following minimum
pressures to be reached:
 0.27 N/mm2 for ships with GT>6000; and
 0.25 N/mm2 for ships with 1000<GT<6000,
***

FIRE MAIN

1. GENERAL
Integrity of the fire main (SOLAS 74/83 Reg.II-2/4
74/09 Reg. II-2/10) is essential for the ship’s safety. A
leaking or excessively corroded fire main is a major
deficiency and all necessary repairs are to be carried
out before the ship leaves the port.
The test is to be carried out in conjunction with the test
of the main fire pump(s) and of the emergency fire
pump.

2. CHECKS AND TESTS

Visually inspect the fire main: examination of piping
and fittings on exposed deck as well as within
accommodation, engine room and service spaces:
cement boxes (Fig. 1) and other varieties of temporary Fig. 2
repair, clamps – plaster or metallic filler - are not
acceptable, except as emergency repairs at sea and
only until the next port of call. The hydrants must be complete and operational
(Fig. 3). Missing or damaged hand-wheels, valves, etc.
must be renewed.

Fig. 3

Fig. 1
All the fire boxes (or “red boxes”) are to marked on the
Check and hammer test the fire main and hydrants ship’s fire control plan and are normally positioned in
under pressure and ask for any leak to be immediately the proximity of hydrants (Fig. 4).
and permanently repaired (Fig. 2). Fire hose boxes shall be in in good condition, well
Check that the piping is fully bolted. No leakages supported, clearly coloured and marked, complete
from pipe and hydrants with proper set of hose, nozzle and spanner key
Check that Insulation valve to engine room is in
order and clearly marked
Check that insulation valves on main deck line are
fitted at each 40 m intervals (Tankers only)

Fig. 4

FIRE MAIN

They should be painted red for easy identification and Check the proper fire hoses size [Diam. and
be capable of protecting their content from the marine Length] and integrity [material and end fittings]. In
environment. Check the integrity of the box. If the doors
general only one type of connection is allowed.
are roped shut or hanging off, ask for them to be
repaired. Check that the arrangement of the boxes is Check nozzle for proper type and condition
the same as on the plan and for each box. Each box .
should contain a hose, a nozzle (of “dual type” where Make sure that the international shore connection
required) and a spanner (Fig. 5). Check that the flange (SOLAS Reg. II-2/19) is available on board,
inventory is complete. complete with bolts and gaskets: location is to be
clearly marked and in accordance with fire plan

Number and location of hydrants and fire hoses

shall be in accordance with fire plan and are to be
clearly marked with IMO signs.
Check that IMO Signs are properly posted and
hydrants and hoses are promptly accessible and
ready for use.
Check that hydrants are clearly coloured and
marked; complete with spindle wheel or handle.
Carry out a comprehensive working test checking
jet from at least two hoses as spread as possible
Fig. 5
Check the condition of the hoses, which can easily
***
deteriorate, particularly in the engine room, in the
presence of heat and oil. Deteriorated or damaged
hoses must be replaced.

1. GENERAL
In the event of an engine room fire, it is obviously
important to be able to shut off both air.
The oil fuel and lubricating oil are shut off by
means of quick closing valves fitted directly on the
tanks (SOLAS 74/88 Reg. II-2/15.2 & Reg. II-
2/15.3 and SOLAS 74/00 Reg. II-2/4.2), capable
of being closed from a control station located
outside the engine room (Fig. 1).

Fig 3

2. CHECKS AND TESTS

2.1 General checks applicable to all types.
Check that location of remote control is in
Fig 1 accordance with fire plan
Check that the proper and prompt access to the
release control station is assured, free from
obstruction.
Quick closing valves can be remotely operated by Check that operating instruction are specific for
means of three difference systems which are: the system and properly posted including legend
 Mechanical, using steel wires and pulleys for identification of each valve.
to route the wires to the control station, Check that local control is fitted in place and in
 Pneumatic, using compressed air to activate working condition.
a small piston to trip the valve (Fig. 2), Check that valve and closing device are free from
 Hydraulic, as for pneumatic but using obstruction, neither blocked nor tied and ready for
hydraulic fluid (Fig. 1, Fig. 3, Fig. 4). use.

2.2 Additional checks applicable to the

mechanical type
Check that the wires are satisfactorily maintained
without deterioration and properly adjusted, check
that relevant pulleys are free to rotate.
Test proper closing of each valve, where possible,
by actuating the relevant handle, including the
reset mechanism.

2.3 Additional checks applicable to the pneumatic

type
Check that the system is satisfactorily maintained
without leakages, check the proper availability and
indication of air pressure.
Check that valves are properly connected to
actuating system: no air leakage.
Test proper closing of each valve (where possible)
by actuating the relevant actuator, including the
reset mechanism
Fig. 2

2.4 Additional checks applicable to the hydraulic

type
Check that the system is properly filled with oil and
without leakages.
Check that valves are properly connected to
actuating system: no oil leakage
Test proper closing of each valve (where possible)
by actuating the relevant actuator, including the
reset mechanism

Fig. 4

***

EMERGENCY STOPS

1. GENERAL
In the event of an engine room fire, the power is to be
cut to the ventilation fans, to the draught fans, to the oil
fuel pumps and purifiers, to the lubricating oil pumps
and purifiers( for ships whose keel has been laid on or
after 1 July 2002).
For this purpose, remote emergency stops are
provided. (SOLAS 74/00 reg.II-2/5.2) (SOLAS 74/88
regs.II-2/ 11)
The emergency switches are usually contained in a red
painted cabinet close to that of the quick closing valves
(Fig. 1).

Fig. 1

2. CHECKS AND TESTS

Check that location of emergency stops is in
accordance with fire plan (outside E. R.)
Check that prompt and clear access to the release
control box is assured: in case stops are inside a locked
cabinet, check availability of key or broken glass.
Check that the cabinet is conspicuously marked and
that switches are labelled in the working language
indicating the equipment concerned:
ventilation
supply pump (*)
transfer pump (*)
purifier (*)
draught fan
boiler burner
Test that the power is cut to each piece of equipment
by operating the relevant switch.

(*) for oil fuel and, for keel laid > 01/07/2002, also for
lub & thermal oil

***

This card does not in any way replace or cover the scope of class and/or statutory surveys carried out by RINA, the flag State or by RINA on behalf of the flag State. It is not
exhaustive and contains those items which according to the information in RINA possession are more frequently inspected and/or found defective during port State control
inspections. It is given for guidance only. Its use is not a requirement of RINA nor it is required by the flag State or any port State. Its use does not exempt the owner from the
application of routine on-board maintenance procedures and operations. Its use does not exempt RINA from checking the same items during class and statutory surveys.
RINA declines any responsibility for any damage derived from the use of this card. Some of the photographic material has been taken from Computer Aided Training for
Surveyors (CATS) developed by VIDEOTEL for BV, GL and RINA within EEIG UNITAS. © 2002 RINA Reproduction, use and transfer restricted. All rights reserved.
PSC DEFICIENCY CARDS (CARGO SHIPS) Card n.07
EMERGENCY SOURCE OF ELECTRICAL
POWER
1. GENERAL unless a transitional source of
In the event of main electrical power failure, ships are emergency electrical power
fitted with an emergency source of electrical power, (batteries) is provided
(SOLAS 74/88 regs.II-1/43 and 44), in order to supply ii) where the emergency generator is
all those services that are essential for safety in an started automatically it shall be
emergency, such as: connected automatically to the
1. lighting at muster and embarkation station emergency switchboard within 45
2. lighting in service spaces, escape route, seconds
stairways, machinery spaces, control stations,
steering gear,
3. lighting at firemen’s outfits lockers 2.2 Compartment where the generator is located:
4. lighting at the emergency fire pump room  Check that the compartment is marked and
5. lighting at navigation bridge access doors are in good working order.
6. navigation lights;  Check that Emergency generator room neat
7. internal communication system; and in order: no obstruction – no storage of
8. fire detection and fire alarm system equipment and spares
9. all internal signals that are required in an  Check the cleanliness of the compartment
emergency (absence of oil, fuel or water on the floor).
10. radio installations;  Check that lighting, ventilation and relevant
11. the shipborne navigational equipment as means of closure are in good order.
required by SOLAS Reg. V/12  Check that instructions for emergency
12. the emergency fire pump (if driven by an generator operation and testing are duly
electric motor) posted.
13. the steering gear, where applicable  Check that the required fire extinguishers are
14. Emergency generator room fitted and duly serviced.
15. GMDSS station  Check availability and test of telephone/means
of communication
The emergency source of electrical power may be:  Check that the fixed firefighting system, if
 a generator driven by a diesel engine (Fig. 1); or fitted, has been serviced regularly, is ready for
use and provided with operating instruction
 a set of accumulator batteries .
2.3 Fuel tank and fuel line
 Check that the tank is filled with adequate
quantity of fuel to grant the required operation,
 Check that the fuel tank is fitted with well-
maintained means to check the level content
(sight level to be fitted with automatic self-
closing device)
 Check that the man hole is fully bolted without
trace of leakage.
 Check the proper working condition of the fuel
supply valve fitted on the tank (if a quick
closing valve is required, check remote control
proper functioning).
 Check the good condition of the fuel line (no
Fig. 1 clamps, no leakage).
 Check that the flexible hoses, if any are
2. DIESEL GENERATOR suitable for the use and are in good condition.
2.1 Requirement 2.4 Emergency switchboard
a) Ship of 5000 GT and above whose keel  Check the good condition of maintenance and
has been laid before 1 September 1984 cleanliness with instrumentation and switches
i) Diesel generator started manually in working condition.
and connected manually to the  Check that users’ switch labelled.
 Check the presence of a suitable insulating
emergency switchboard (abstract
mat in front of the switchboard.
from SOLAS ’60 Part C Reg. 26)  Check the proper working of lighting in front of
b) Ship of 500 GT and above whose keel the switchboard.
has been laid on or after 1 September
2.5 Diesel engine
1984 (Abstract from SOLAS ’74 as
 Check the absence of leakage (oil, fuel and
amended Reg. II-2/43) water).
i) Diesel generator started automatically  Check proper insulation and tightness of the
upon failure of main source of power exhaust gas pipe: no leakage – no hot spot.

 Check the good condition and proper

maintenance of means for starting the
generator:
 starting by batteries – check that they are
properly secured in a containment box,
check record of inspection and control,
check battery charger operation
 starting by compressed air - Check
bottles, recharging system, distribution
line, air dryer if fitted,.
 Check the second means of starting when
fitted: manual or hydraulic or battery
 Check air intake and relevant damper

3. BATTERIES
3.1 Batteries compartment
 Check that access to the compartment is
marked and appropriate warning sign is
posted.
 Check that access doors are in good working
order.
 Check the cleanliness of the compartment and
that batteries are properly stowed and fixed.
 Check the proper maintenance and working
condition of lighting and ventilation.
 Check that instructions for maintenance and
testing are duly posted.
 Check that lights and electrical apparatus fitted
inside the room are of suitable type and well
maintained: explosion proof, complete and
tight ( cover and cable penetration).
 Check that exhaust vent is far from ignition
source.
3.2 Batteries
 Check that batteries are properly maintained
and connected: condition – charge status –
storage of batteries.
 Check that cables are properly secured (no
loose or adrift wires). * **
 Check the proper maintenance and good
working condition of charging device.
 Test the proper working condition of batteries
according to the instruction procedures.

4. RUNNING TEST

 Check record of routine inspection,

maintenance and running test by ship
personnel.
 Carry out the starting of diesel engine with all
means provided.
 Check automatic starting.
 Check automatic connection to the bus bar
and automatic feeding of above users listed
under items 1 to 9.
 Carry out prolonged running test according to
the instruction procedures, checking in
particular that the above mentioned users are
properly fed.

OIL FILTERING EQUIPMENT

1. GENERAL
Bilge oily water separators (MARPOL Annex I
Reg. 14 and Reg. 15) use a variety of different
methods to separate the oil residues from the water so
that the latter can be discharged overboard.
They all rely on two fundamental principles:
 the tendency of oil to “coalesce”, that is to say
droplets of oil are mutually attracted,
 the lower density of oil with respect to either
fresh or salt water (hence oil will float on
water).
For vessels with 400<GT<10000, the minimum
required equipment consists of a filtering unit (Fig. 1),
which reduces the oil content of the bilge water to
below 15 ppm. The filter unit draws the oily-water
mixture either directly from the bilge or from a holding
tank by means of a designated pump. The filter unit
discharges the separated (“coalesced”) oil into the
sludge tanks meanwhile the clean water can be Fig. 2
discharged overboard only when the ship is outside
special Areas.

Fig. 1
The oil sludge collected in the sludge tank may be
discharged to ashore reception facilities through the Fig. 3
standard discharge connection or disposed by other
acceptable means such as auxiliary boiler, incinerator
etc.
2. CHECKS AND TESTS
For vessels with GT>10000, as well as vessels with  Identify the equipment and check approval standard
400<GT<10000 that intend to discharge cleaned water as described in relevant Type Approval/MED
in special areas,, the above mentioned equipment certificate and recorded under item 2.3.1 of
(Fig.2, Fig.3) shall be mandatorily fitted with an oil Supplement to IOPP Certificate.
content meter (Fig. 4), with a 15 ppm alarm, and an  Identify the oil content meter and approval standard
automatic stopping device (Fig. 5). The water effluent as described in relevant Type Approval/MED
passes through a sampling apparatus, which measures certificate and recorded under item 2.3.3 of
the ppm of oil in the water. If the ppm of oil rises to 15 Supplement to IOPP Certificate.
or more, the alarm sounds and the system  Check that calibration certificate since the last IOPP
automatically and immediately stops the discharge renewal survey is available on board ( for equipment
overboard; this action can be achieved either by means installed after 01/01/2005 in accordance with Res.
of stopping the pump or, more commonly, with the MEPC 107(49).
automatic operation of a three-way valve fitted on  Check capacity of equipment as recorded under
discharge line that switches in recirculation mode item 2.4 of Supplement of IOPP Certificate.
making the water return in the bilge.  Visually inspect the oily water separator
(Cleanliness and tightness, outer casing,
instrumentation, etc.). Especially lower part of the
vessel is to be closely inspected for absence of
wastage, leakages or soft patches. In case of any
doubt the area is to be hammer tested. See Fig.4

OIL FILTERING EQUIPMENT

 Check that the present quantity of sludge and oily

water in tanks is consistent with the amount
indicated in the Oil Record Book Part I.
 Check that the Oil Record Book is correctly filled in.
particular attention is to be paid to the code (letter)
and item (number) to be included in the Table of
Part I.
 In case the internal inspection, when requested, is
not possible the vessel is to be pressure tested.

Fig. 4 (wastage due to corrosion on lower part of OWS)

 Check piping system and connection thereof

including:
 cross check, if fitted, of bilge tank position and
volume towards capacity plan and oil record
book - part I
 absence of physical modifications/alterations
 absence of signs of corrosions and/or leaks
 operation of pressure gauges and level
Fig. 5
switches
 connection of suction pipe to bilge tank and/or
bilge wells only
 absence of connection to sludge tank
 sampling line for oil content meter
 compressed service air piping for pneumatic
control
 discharge line of separated oil to sludge tank
 no flexible hoses in place
 Check absence of unauthorized connection both on
suction and discharge side.
 Run a test of the oily water separator and check the
operating condition of valves and pressure gauges.
 Working test of the automatic stopping device
(where fitted) and relevant alarm through simulation
of oil content in excess of 15 ppm.
 Check that the alarm can be eared by personnel
working in engine room or in the engine control
room and , in case of unattended machinery
spaces, that it is acknowledged and transferred by Fig. 6
automation system.

***

1. GENERAL
Every ship of 400 GT and above must have a tank or tanks
of adequate capacity for the oil residues (sludge) (MARPOL Two typical illegal arrangements providing direct sludge
Annex I Reg.12) generated by the fuel or lubricating oil connection overboard found during port State control
purifiers and the engine room bilge separator. The inspections are shown in Fig. 1 and Fig. 2.
required capacity of the tank is
calculated according to the type of machinery, the fuel Standard
used and the likely length of any voyage. discharge
connection
Most ships retain the sludge in the tanks and discharge
it via the standard discharge connection (MARPOL Overboard
Annex I Reg.13) to reception facilities ashore. The discharge
capacity of the sludge tank can be calculated taking in
Unauthorized
account other acceptable means of disposal such as Bilge
connection
auxiliary boiler, incinerator. pump
The sludge tank(s) shall have no discharge connections
to the bilge system, oily bilge water holding tank(s),
tank top or oily water separators except that the Sludge
operated
tank(s) mayself-closing valves
be fitted with and arrangements
drains, for
with manually Tank Fig. 1
subsequent visual monitoring of the settled water,

well, or an alternative arrangement, provided such Overboard

discharge connection discharge
arrangement does not connect directly to the bilge connection
piping system.

2. CHECKS AND TESTS Sludge Bilge

pump pump
 Review of capacity plan/stability booklet and check
location and capacity of the sludge tank(s).
 Check correspondence of location and capacity of
Sludge
sludge tank(s) as recorded under item 3.1 of IOPP Tank
certificate.
 Check correspondence of location of sludge
tank(s) as recorded in the Oil Record Book. Fig. 2
 Identify and check general condition of sludge
tank(s) and associated piping: man hole in place
and fully bolted.
 Check sounding pipe with relevant closing device.
 Check absence of unauthorized connection and
penetration from and to the tank: no flexible hoses
in use.
 Check absence of discharge connection to
overboard.
 Check absence of discharge connections to the
bilge system, oily bilge water holding tank(s), tank
top or oily water separators.
 Fitting of dedicated pump and relevant piping
arrangement to:
 ashore discharge line leading to main deck
and fitted to accommodate the international
shore connection flange
 mixing tank(s) for auxiliary boilers or
incinerators if any
 Check that discharge line to shore is provided with
international flange connection.

***

LIFEBOATS

1. GENERAL
Lifeboats (SOLAS 74/97 Reg. 26.1.1.1 - SOLAS74/98
Reg. III/31.1 and LSA Code) may be:

 Open boats: motor or oar propelled (Fig. 1)

 Partially enclosed boats: only for ship whose keel

was laid before 1 July 1988 and only under
permission of Administration

 Totally enclosed boats: motor propelled. They may

also be fire protected (Fig. 3 and Fig. 4).

Fig. 3

Fig. 1

Fig. 4

The construction material for the lifeboats may be:

 wood; only for ships whose keel was laid before

1 July 1986

 steel or aluminium alloy

 glass reinforced plastic (GRP). GRP boats are

normally made of single skin construction, with the
exception of some of the larger sizes of free-fall
boats, which may use "sandwich" construction, i.e. 2
smaller layers of GRP separated by a core of foam
Fig. 2 or balsa wood;
.

LIFEBOATS

2. HULL
2.1 Structural condition of the hull
Check that the structure, inboard and outboard,
has not suffered any damage or deterioration. If
damage has occurred, immediate repair is to be
requested.
2.2 Support Foundation
Lifeboat launched by gravity are suspended to the
davit fall blocks by means of device which could
be either a
 hook for ship whose keel was laid before 1 July
1986 or
 release mechanism for ship whose keel was laid
on or after 1 July 1986
A difficult area to inspect and often neglected
during maintenance is the foundation of the
suspension which generally consists of steel flat
bars bolted to a reinforced plate included in the
keel construction. (Figs. 5 and 6).
This area is to be thoroughly checked with
particular regard to:
 wasted or thinned flat bars and connecting
brackets, if any, 2.3 Release mechanism
 corroded or loose Lifeboat fitted on board of ships whose keel has
been laid on or after 1 July 1986 shall be
equipped with a release mechanism so arranged
that
 all the hooks are realised simultaneously
 the mechanism will release the lifeboat once she
will be waterborne ( Off-Load)
 The mechanism is capable to release the lifeboat
also when she is still suspended (On–Load).
(Fig. 7)
The On-Load release capability shall be
adequately protected against accidental or
premature use: this is achieved by means of
mechanical protection (Interlock)
Operating instruction and suitably warning notice
Fig. 5 shall be provided (Fig. 8)

Pursuant Reg. III/20.11 SOLAS 74 as amended,

such release mechanism shall be thoroughly
examined and tested without load at each annual
survey: load test is requested at five year interval
The annual thorough examination is to be
conducted by Company authorized by the Flag
Administration.

Reference is made also to PSC Deficiency Card

no. 18

Fig. 6

LIFEBOATS

Retro-reflective tapes shall be fitted on the outer

shell and canopy (Fig. 10).
SOLAS requires reflective tapes to be fixed on
each side of the keel on the bottom, along the
side, close to the gunwhale, on both sides and on
the upper sides of the canopy, which may be
either rigid or canvas.
2.8 Marking
Lifeboat shall be clearly marked on each side with
 name and port of registry of the ship to which
the lifeboat belongs on each side of the
lifeboat’s bow
 name of the ship and number of the lifeboat to
be visible from above
 dimensions of the boat.
 maximum number of persons accommodated.

Fig. 7 Fig. 8

2.4 Drain valves

Lifeboat fitted on board of ships whose keel has
been laid on or after 1 July 1986 shall be fitted
with at least one drain valve capable to
automatically drain water out of the hull when the
lifeboat is not waterborne and prevent the ingress
of the water when the lifeboat is floating. The
valve is to be provided with cap or plug to close it.
Other lifeboat shall be provided with at least two
plugs or cap for any drain.
2.5 Handholds
Handholds on the underside of the hull are to be Fig. 10
fitted and adequately fastened in the area of bilge
turn. 3. PROPULSION AND STEERING
The wooden ones look like small bilge keels
(Fig.9). They can also consist of galvanised steel 3.1 Engine
tubes, fixed at intervals with pipe clips or similar. The engines are usually hand started, except in
totally enclosed lifeboats whose engine is started
by battery.
Engine started manually are provided with devise
to open the cylinder valve and reduce internal
pressure to make the cranking softer.
The engine is to be protected by means of fire-
retardant casing (Fig.11).

Fig. 9

2.6 Lifeline
All lifeboats should have buoyant lifeline, becketed
around the outside of the hull except in the area of
the propeller (Fig. 10).
2.7 Retro-reflective tapes

Fig. 11

LIFEBOATS

Exhaust gas pipe, that can be of detachable type 4. EQUIPMENT AND INVENTORY
for open type lifeboat, shall be properly insulated
to prevent hot spot and tight. 4.1 Equipment inventory
Engine cooling system could be either by air or by Lifeboat equipment are listed in the Record of
water: in the latter case sea chest valve and discharge Approved Cargo Ship Safety Equipment (RINA
valve with relevant piping shall be properly connected Form 427 or SE_Rec ) depending on the type of
Engine and Gear Box (Fig. 12) properly bolted the boat lifeboat.
structure Equipment shall be stowed on board at any time:
most of the equipment are kept inside water tight
container to prevent their deterioration: Food &
Water ratio – Distress signal – User and
maintenance manual etc.

4.2 Bilge pump

Bilge pump shall be type approved: it may either
fixed to the boat or portable (Fig. 15).
It can be hand operated – open type lifeboat – or
electric fed by battery.
It shall be fitted with suitable suction and
discharge pipes of adequate length

Fig.12

Fuel tank is to be of adequate capacity in order to

grant the requested autonomy. Fuel distribution
line shall be provided with valve; possible flexible
hosed shall be of approved type

3.2 Steering gear

The steering mechanism may consist either of a
simple rudder and tiller arrangement (open boat)
(Fig. 1). or a system with a wheel (enclosed boat
Emergency steering will consist of a steering oar
for open type lifeboat and emergency manual
tiller for other type of steering

Fig.15

4.3 Canvas cover

In open lifeboats, the occupants are protected
from the elements by a canvas cover, supported
by a structure of steel tubes.
4.4 Skates/fenders
At least two skates or fenders are fitted to
prevent damage during launching and recovery.

WARNING
Possible deficiencies are to be dealt with without undue
delay before the ship departure.
Fig. 14
In the cases where this is not possible due to not
3.3 Propeller and stern tube available repair facilities or spare parts, the Head of the
The shaft is to be tightly connected and fully Office is to be consulted and Flag Administration advice
bolted to the Gear Box. (Fig. 5) and authorization is to be received.

LIFEBOATS

5. CHECK AND TESTS 5.21 Exhaust gas pipe on board and insulated as
necessary
The following is to be checked and confirmed: 5.22 Steering gear and relevant control
transmission, n including emergency steering oar
5.1 Availability of instruction for on board manual or emergency tiller as applicable
and training manual specific for the type of crafts 5.23 Breathing air bottles in good condition and
fitted on board charged: pressure gauge indication (for tankers
5.2 Number and type in accordance to Record E only)
(SE) 5.24 Water spry system in order: pump condition
5.3 Number of rescue boat included in the – pump clutch – sea chest valve – spray piping
number of lifeboats and nozzles (for tankers only)
5.4 Lifeboats properly stowed, lashed and in neat 5.25 Operating instruction and signs
order 5.26 Battery charger for starting and service
5.5 Lifeboat properly marked: dimension – batteries
capacity –name & port of registry – call sign (on
top only for partially enclosed and closed type)
5.6 General external examination: hull –drain
valves – grab line – handrail lifeline - skates –
propeller – rudder – hook or suspension eye –rigid
cover – painters
5.7 Condition and test of bilge pump: suction
and delivery pipe connected.
5.8 Thorough examination of support of
suspension hook/eye or release mechanism and
relevant connection to the hull: wastage, corroded
or loose bolt, thinned or deformed brackets
5.9 Release mechanism including relevant
remote control system: Offload/On Load Type
5.10 Release mechanism operating instruction
and warning notice posted including on load
release activation and interlock
5.11 Release mechanism reset properly and
ready for use
5.12 Availability and maintenance condition of RECORDING OF DRILLS, ON-BOARD
oars and crutches including spare ones INSPECTIONS AND MAINTENANCE
5.13 Completeness and good maintenance
condition of lifeboat equipment Ensure that abandon ship drills, drills of life-saving
5.14 Canopy and relevant stanchion for open appliances and on-board training are properly
type lifeboat recorded in the log-book.
5.15 Date of food rations, water and distress Ensure that the reports of the prescribed monthly
signals as follows: inspections of life-saving appliances are recorded
Food ration in the log-book.
Water
Parachute flare Up to date service report for annual thorough
Hand flare examination pursuant Reg. III/20.11 shall be
Smoke signals available on board: test foreseen by the a.m. rule
5.16 Lifeboat engine and relevant casing including shall be witnessed by RINA Surveyor.
spare and tool for minor adjustments
5.17 Starting device: manual crank or battery On the occasion of abandon ship drills requested
5.18 Fuel tank and supply line by SOLAS during which lifeboats are to be
5.19 Availability of suitable amount of fuel for the lowered to the water (at least once every three
requested autonomy (24h) months for davit launched lifeboats) the lifeboat is
5.20 Test of engine and transmission ahead and to be released from the lifting hooks and
astern manoeuvred in the water.

LIFERAFTS

2. CHECKS AND TESTS

1. GENERAL
 Check the validity of the certificates issued by the
Liferafts (SOLAS 74/83 Reg. III/26.1, SOLAS 74/98
Reg. III/31.1 and LSA Code) can be subdivided into last approved servicing station (SOLAS Reg.
two basic types, i.e. rigid and inflatable. The rigid type III/20.8.1).
is very rare nowadays. Both rigid and inflatable liferafts  Check the general condition of the containers
are either manually or davit launched. (Fig. 3), particularly in the area where the
Ships, where the bow or stern is more than 100 metres containers lean on the supports.
from the survival craft, lifeboats and liferafts, must carry
an additional 6-man liferaft, forward or aft as required,
in case there are crew working in that area.
With the exception of the additional 6-man liferaft, if  Check expiration date or last service date of
fitted, all liferafts must be secured with a hydrostatic hydrostatic release unit
release unit (SOLAS 74/83 Reg. III/29, SOLAS 74/98  Check marking of container:
Reg. III/13) that will automatically release if the ship Maker’s name
sinks (Fig. 1). Serial number
Approval authority
SOLAS
Type of emergency pack
Date of last service
Length of painter
Max. permitted height of stowage

Fig. 1

Inflatable liferafts and hydrostatic release units must be

serviced every 12 months by a servicing station
approved in compliance with the “RINA Rules for the
certification of Service Suppliers”. Disposable
hydrostatic release units in lieu of servicing are to be
replaced every 2 years (Fig.2).

Fig. 3

 Check the condition of the stowage and securing

arrangements (Fig. 4)

Fig. 2

Fig. 4

LIFERAFTS

 Check the condition and connection of the


hydrostatic release unit.
Check the condition and connection of the slip
hook (Fig. 5).
X
 Check that the liferaft painter is attached to the ship
by means of a weak link (Fig. 5).
 Check that launching instruction are displayed

Slip hook

Weak
OK
link Hydrostatic
release unit

Fig. 5
 Check that nothing prevents the liferaft from floating
free if the ship sinks.
Fig.6
 Check that stowage area is within the reach of
the launching appliance
 Check that embarkation ladder is placed and
ready to use close to the launching station
 Check that light at launching station, fed by
emergency source, is in working condition
 Check that life-rafts served by launching
appliances, are launchable type with proper
hanging device (Fig. 6 and Fig. 7).

Fig. 7

***

LAUNCHING APPLIANCES

1. GENERAL
Launching arrangements for survival crafts (SOLAS
74/83 Reg. III/48, SOLAS 74/98 Reg.16 and LSA
Code) may be:
 twin arms davit systems for side launched lifeboats
(Fig. 1).
 single davit systems for rescue boats or davit
launched liferafts (Fig. 2).
 the "structure" required for launching a free-fall
lifeboat. Fig. 3

Check that there is no wastage of arms’ plating

especially in the area underneath the pulleys, no
wastage on basement and connecting brackets
and no deformation.

Fig. 1

Fig. 4

Fig. 2
Particular attention is to be paid to the area of the
davit behind the sheaves (Fig. 5).

The primary requirement of all these systems is to

provide a safe means of launching the survival craft in
all conditions; the secondary requirement is to provide a
means of recovery, when they are used for drills.

2. CHECKS AND TESTS

2.1 Davit structure and foundations
Check the davit structure, its foundations and
relevant connection to deck, the arms (Fig. 3), the
pivoting system to swing the boat outboard from
the stowage position (Fig. 4): visual examination, Fig. 5
hammer testing and, if deemed necessary,
ultrasonic gauging.
2.2 Sheaves
Check that the sheaves are well-maintained,
greased, free to rotate (Fig. 6) and not worn or
cracked.

LAUNCHING APPLIANCES

Fig. 8
Fig. 6

2.3 Falls
The falls of any survival craft must be changed
every 5 years, or sooner if they show signs of
deterioration.
Check the date of the last renewal.
Check that the falls are satisfactorily maintained
and without deterioration: broken wire –oxidation - Fig 9
loose wires – distorsion.
Check that wire is properly wound on the winch
drum.

2.4 Blocks Blocks

Ensure that all blocks, pad eyes, links and

fastenings are maintained in good condition
(Figs. 7 and 8).
Check that plates of block are not corroded or
thinned (Fig. 9).
Check that pin and bush are not worn or loose
(Fig. 10)

Fig. 10

2.5 Winches and brakes

The launching and recovery of davit-launched
survival craft is controlled through a winch
(Fig. 11) and a manual brake (Fig. 12) operated
Fig. 7 from the deck and/or from the survival craft.

LAUNCHING APPLIANCES

Fig. 11 Fig 15 Fig 16

Check the condition of the winch: casing –
connection to deck – wire drum- brake lever – self
lowering device (if fitted).
Check that the dock for air motor is in order.
Check that handle for manual operation is 2.6 Recovery arrangement
available.
In addition to lowering the survival craft the
launching devices must incorporate a means of
recovery. On older ships this may be a manually
operated winch, but more modern installations
incorporate a powered winch. The power may be
supplied either by an electric motor or an air
motor. The system must incorporate limit
switches, which cut-off the power supply to the
motor before the davit arms reach the stops in
order to avoid overstressing falls or davits:
recovery to stowage position is then completed by
Fig. 12 hand cracking the recovery winch

Check that annual thorough examination has been Test proper working of the limit switches.
duly and timely carried out: service report shall be
available on board. 2.7 Miscellaneous
NOTE: test foreseen by Reg III/20.11 for annual
thorough examination and quinquennial overload Fall preventer devices:
test are to be witnessed by RINA surveyor. All ships which are fitted with on-load release
systems for lifeboats are equipped with fall
preventer devices The use of FPDs should be
considered as an interim risk mitigation measure,
only to be used in connection with existing on-load
release hooks, at the discretion of the master,
pending the wide implementation of improved
Overhauling of winches and brakes is foreseen hook designs with enhanced safety features
with the scope of annual though examination.

 Tracing in blocks:
Suitable tracing in blocks shall be fitted between
davit arms and lifeboat hooks or release
mechanism in order to keep the lifeboat close to
the side shell while it is swung out ready to be
boarded. The length of blocks is to be such that
the boat remain tied to the ship side at the level of
embarkation station.

Embarkation ladders:
Fig 13 Fig. 14
Check the overall condition of the ladders (Fig.
17), their connection to the deck and that they are
long enough to reach the water when the ship is in
light condition, with 10° trim and 20° list. Particular
This card does not in any way replace or cover the scope of class and/or statutory surveys carried out by RINA, the flag State or by RINA on behalf of the flag State. It is not
exhaustive and contains those items which according to the information in RINA possession are more frequently inspected and/or found defective during port State control
inspections. It is given for guidance only. Its use is not a requirement of RINA nor it is required by the flag State or any port State. Its use does not exempt the owner from the
application of routine on-board maintenance procedures and operations. Its use does not exempt RINA from checking the same items during class and statutory surveys.
RINA declines any responsibility for any damage derived from the use of this card. Some of the photographic material has been taken from Computer Aided Training for
Surveyors (CATS) developed by VIDEOTEL for BV, GL and RINA within EEIG UNITAS. © 2002 RINA Reproduction, use and transfer restricted. All rights reserved.
PSC DEFICIENCY CARDS (CARGO SHIPS) Card n.12

LAUNCHING APPLIANCES

attention is to be paid to the condition of the side

ropes and ladder

Fig. 17

 Check the maintenance condition and

functioning of the emergency lighting for the
stowage and launching positions of survival craft
 Check availability of launching instructions for
lifeboats and liferafts, usually in the form of
posters affixed near the stowage positions and
under the emergency lighting.

 Check that proper working condition of means

to prevent discharge of water onto the crafts

 Check that launching instruction posted

 Check that IMO Posters and Signs Green and

Blue series are displayed

 Check that lighting is supplied by emergency

source of power at Muster station, Embarkation
station and areas of water onto which the crafts
will be launched and that is in working
condition: no missing bulbs – no missing caps –
light enclosure red coloured

***

1. GENERAL
The following load line appliances are
considered:
 Load line marks
 Cargo hatch coamings and hatch covers
 Hatchways
 Air pipes
 Ventilators
 Bulwarks and guardrails.
 Doors
 Windows

2. LOAD LINE MARKS

Check that the load line marks are permanently
marked, duly painted and plainly visible on both sides of Fig. 3
the ship (Fig.1).
Check the structural condition of Internal: no
detachment/deformation – no thinned edge (Fig. 4)

Fig. 1
Fig 4
Check general condition of side shell plating from the
pier (Fig. 2)
Check structural condition of hatch coamings with
relevant stays: neither deformed nor thinned plating,
stays tip not detached or cracked ( Fig 5 and Fig.6)

Fig. 2

3. CARGO HATCH COAMINGS &

COVERS
Check hatch cover overall condition and weather Fig. 5
tightness: no holes on top and side plating – no
wasted areas - no buckling – no notch damage-
no pitting ((Fig. 3).
This card does not in any way replace or cover the scope of class and/or statutory surveys carried out by RINA, the flag State or by RINA on behalf of the flag State. It is not
exhaustive and contains those items which according to the information in RINA possession are more frequently inspected and/or found defective during port State control
inspections. It is given for guidance only. Its use is not a requirement of RINA nor it is required by the flag State or any port State. Its use does not exempt the owner from the
application of routine on-board maintenance procedures and operations. Its use does not exempt RINA from checking the same items during class and statutory surveys.
RINA declines any responsibility for any damage derived from the use of this card. Some of the photographic material has been taken from Computer Aided Training for
Surveyors (CATS) developed by VIDEOTEL for BV, GL and RINA within EEIG UNITAS. © 2002 RINA Reproduction, use and transfer restricted. All rights reserved.
PSC DEFICIENCY CARDS (CARGO SHIPS)
Card n.13
LOAD LINE APPLIANCES

Fig. 8.

Fig. 6
Check hinges and relevant support between hatch
Check the condition of compression bars, gaskets and covers’ panels
relevant retaining channels both longitudinal and Check, for hatch covers operated by chain:
transversal.  chain links in good condition: no excessive wear /
Check that all closing and securing device( cleats) are deformation
in place and in order (Fig. 7).  air/hydraulic capstan
Check wheels and relevant support: pin and bush in
order and greased – wheels neither cracked nor
Test the opening/closing system. For the hydraulic
deformed – wheels not loose (Fig. 8).
system particular attention is to be paid to oil leakages
Check ,for hatch covers operated by hydraulic pistons,
(Fig. 9): (Fig. 9).
 tightness of hydraulic pistons and piping: no leakage
 sound connection of the pistons with both ship
structure and hatch cover: no crack – no wastage –
no deformation
 connection to hatch cover

Fig. 9

Check that cargo hold ventilator are fitted with weather

tight cover: cover not deformed – gasket in place and in
Fig. 7 good condition – hinges and dogs in working condition
and greased

4. AIR PIPES Check the condition of the flame screen (corrosion,

damage, obstructions) where required to be fitted.
Check the structural condition of air pipes (corrosion,
wastage or damage).
Check the condition of closing devices which may
consist of:
- plug (rubber or wood) attached to the pipe by chain;
- flaps with seals and dogs (Fig. 10);

Fig. 13

Check Identification of tanks served (Fig. 13)

Fig. 10 Check spill containment box and flame net for air vents
fitted on tanks intended for flammable liquid (Fig. 14).
- float ball type (Fig. 11 and Fig. 12). For this type
dismantling may be necessary to check both the
float ball and the condition of the float chamber.

Fig.11 Fig. 14

Check and test of P/V valves fitted on cargo tanks:

check both pressure and vacuum device not stuck and
free to move (Fig. 15)

Fig. 12

Check that each air pipe is properly labelled with the

indication of the tank it serves (Fig. 13).

6. BULWARK AND GUARDRAILS

Check the structural condition of bulwarks and relevant
stanchions (corrosion, wastage, damage, deformation)
(Fig. 18).
Check that fairleads and rollers fitted therein are in
order, free to rotate and greased

Fig. 15

5. VENTILATORS
Fig. 18
Check the structural condition of coamings (corrosion,
wastage or damage). Check the condition of closing Check the condition of guardrails (corrosion, wastage,
devices (covers, hinges, gaskets and dogs) (Fig. 16 damage) (Fig. 19, (Fig. 20).
and Fig. 17). Check that handrails are continuous without
interruption, complete with courses and in satisfactory
condition: non wastage - no missing stanchions - no
deformation jeopardizing efficiency

Fig. 16

Fig.19

Fig. 20
Fig. 17

7. DOORS
Check the condition of doors and relevant sills
(corrosion, damage): doors closing properly, not
deformed and weather tight.
Check the condition of gaskets and relevant retaining
channels.
Check the condition of closing devices (toggles, dogs,
hinges, wedges), all in place and well-greased (Fig. 21,
(Fig. 22).

Fig.23

9. ACCESS HATCHWAYS
Overall condition and weather tightness:
Check cover and coaming in good order and weather
tight : no wastage – no deformation – no thinned edges
Check that the gasket it in place and effective
Check that hinges, rods and dogs are all in place and
greased (Fig. 24, Fig. 25)
Check that connection to deck is in sound condition
Fig.21

Fig.24

Fig.22

8. WINDOWS
Check that all windows in place and weather tight: no
cracks – no patches
Check availability of shield as requested
Check the closed type window on superstructure front
bulkhead and within three meter from cargo area ( for Fig.2
tankers only) (Fig. 33).

1. GENERAL pipe – scavenging air box – oil distributor –

fuel oil/lub oil driven pump – filters).
Poor cleanliness of machinery spaces and relevant
 Check that the jacketed pipe for high pressure
bilge (Fig. 1 and Fig. 2, Fig. 3, Fig. 4, Fig. 5) is fuel injector/fuel pump in place and tight
associated by port State control officers to fire hazards  Check that viscometer and F.O. supply
and in some serious cases it can lead to ship detention. module including heat exchangers are neat
and without leakages
 Check that Boiler/Aux boiler burner, Purifiers
and drip trays are in order clean and without
leakages:
 Check that insulation mat ( Fire and or
thermal) is properly wrapped, is not soaked
and is free from oil residues

Fig. 1

.
Fig. 3

Fig. 2

2.1 ENGINE ROOM CLEANLINESS

 Check that engine room is neat and in order: Fig. 4
no obstruction on passage ways, spares and
tool properly stowed and rigged as necessary
 Check that flooring, platforms and ladders
thereto are clean and free from oily and
slippery residues
 Check absence of oil leakages (combustible
and lubricating oil) and oily traces from
machinery and piping with particular regard to
fitting under flooring.
 Check the condition of the bilge: dry and clean,
no rags – no spool pipes abandoned
 Check that drip trays in way of fuel oil tanks:
dry and clean
 Check that main & auxiliary engines free from
leakages: casing ports – cylinder heads –
injectors – fuel oil supply pipe – lub oil supply Fig. 5

2.2 ENGINE ROOM FITTING

 Check that bilge well and bilge suction are free
from obstruction
 Check that bilge alarm sensors are in place
and operational
 Check that fuel oil and lub oil tanks are fitted
with level indicator with non-cylindrical glass
and guard, automatic spill valve
 Check that electrical panels and distribution
boxes are properly supported and complete
with cover and closing devices
 Check that ceiling lights are in place with bulb
and cover
 Check that ventilation duct are in order and
fitted with relevant grating and flap
 Check that non authorized flexible hoses are
connected and in use
 Check that hydrants are in proper condition
with no leakage and free from obstruction
Fig. 7
 Check that fire hoses with nozzle and spanner
key are in in place
 Check that poster and signs IMO series Red
and Green are displayed
 Check that quick closing valves are neither
blocked (wood chock) nor tied
 Check that tanks’ access man holes are fully
bolted with gasket and tight – no trace of
leakage
 Check that control instrument of engines are
fitted in place and in working condition:
pressure gauges, thermometer, rpm counter
 Check that boiler is fitted with control
instrument in working condition: steam
pressure gauges – fuel oil pressure gauged –
steam temperature – water level indicator
 Check that pressure gauges are fitted on
suction and delivery pipe of pumps
 Check that electrical starter panel are fitted
with amperometer – voltmeter in working
condition

Fig. 8

Fig. 6 Fig 9

2.3 ENGINE ROOM STRUCTURE

Structure in engine room can deteriorate due to a

combination of causes such as: water
accumulated in the bilges, residues from
aggressive cleaning solvent, vibration from
propulsion shaft and machinery foundation, heat
stress due to temperature gradient, condensation
etc.

 Check that bottom plating or double

bottom plating is free from pitting
corrosion
 Check that foundation of engines, boilers
and pumps are properly connected and
Fig. 12
that structure is not wasted or deformed
 Check that side shell frames are in order
not wasted, not holed and properly
connected to plating: special attention is 3. STEERING GEAR ROOM
to be paid to the frame edges and the
 Check that steering gear room neat and in
area in way of flooring
order: no obstruction – spare, tool, rope
 Check that structural ventilation duct are
properly stowed and rigged as necessary
in order and free from wastage taking in
 Check that floor free from oily residues
consideration that the hide potion of side
 Check that there is no hydraulic oil leakage
shell could suffer even worse
from steering gear and hydraulic oil storage
deterioration
tank
 Check that hydraulic oil tank is fitted with low
level alarm for
 Check that anti-slippery floor or grating and
handrails are fitted i.w.o. steering gear
 Check that instruction for emergency and local
control are displayed
 Check means of communication with bridge
 Check availability of heading information ( Keel
laid > 01/02/1992)
 Test of emergency steering gear including test
of communication system.

Fig. 10

Fig 13

Fig. 11

4. SOUNDING PIPES
Sounding pipes are to be fitted with closing devices:
Sounding pipe for oil fuel has more stringent design and
requirement than those ones for lubricating oil tank in
particular for ship whose keel has been laid on or after
1 February 1992 (SOLAS 74/83 Reg. 15 and SOLAS
74/00 Reg. 4.2)
 Check that sounding pipe is identified with
indication of tank served and
 Check that the sounding pipe is fitted with
automatic blanking device: counterweight (oil
fuel tanks only) (Fig. 13); for ship with keel laid >
01/02/1992 threaded plug for sounding pipes
outside the engine room.
 Check that the sounding pipe is fitted with small
diameter self-closing control cock ( oil fuel tanks
only) for ship with keel laid > 01/02/1992
 Check that the sounding pipe is fitted with
closing device: cap
 Check that self-closing devices are fitted and
properly working (not seized) and that plugs are
in place.

Fig. 14

1. NAUTICAL PUBLICATIONS Revisions and corrections are contained in the “Notices

Nautical publications (Fig.1) are intended to provide to Mariners'”, published weekly (Fig.3).
up-to-date navigational information. According to The “Cumulative list of Notices to Mariners” published
SOLAS74/00 Reg. V/20 and SOLAS 74/09 Reg. V/19, every six months and” Annual Summary of Admiralty
all ships are to carry adequate and updated: Notices to Mariners” published annually, provides the
- charts summon of correction for each chart the relevant date
- sailing directions of issue and subsequent amendments (Fig.4).
- lists of lights and fog signal
- list of radio signals
- tide tables
- notices to mariners
and all other nautical publications necessary for the
intended voyage, such as lists of radio signals, nautical
almanac and sight reduction tables.
Ensure that the required/necessary nautical
publications carried on board are adequate for the
intended voyage and updated/renewed as
appropriate.
Fig. 3
The publication that are required to be available on
board depending on the trading area of the vessel are
listed in the annual catalogue, i.e “Catalogue of
Admiralty Chart and Publication”

Fig. 4

Corrections of paper chart and publication are made by

hand or through the use of small “tracings” in
accordance with the instruction contained in the
Fig. 1 “Notices to Mariners”.

2. CHARTS For ECDIS system the correction are made through

electronic file which are elaborated and distributed by
All ships must carry updated charts necessary for the hydrograph office authorized by Flag Administration.
intended voyage (Fig.2). As alternative method an
Electronic Chart Display and Information System The electronic system shall be capable to download the
(ECDIS) is also accepted as meeting the chart carriage correction, to apply them automatically , to store the file
requirements. of correction and to log the correction applied.
Starting from 1 July 2012 the ECDIS has become 3. CONTROL AND VERIFICATION
mandatory for new ship as well as for existing ship with
retroactive requirement to be applied depending the  Check that latest edition of annual catalogue
type and gross tonnage of the ship not later than 1 July of chart and publication is available on board
2018.  Check that requested chart and publication
A back up system is to be provided for the equipment as detailed in the catalogue are available on
board:
Charts
Sailing directions
List of lights and fog signals
List of radio signals
Tides table
 Check that Notice to Mariners are available
on board:
 Check that 6 month publication “ Cumulative
list of Notice to Mariners” is available on board
 Check that the yearly publication “Annual
Summary of Admiralty Notices to Mariners” is
available on board
Fig. 2

 Check that correction and update of charts obtain the certificate, with familiarization
and publications are duly and timely done and records
properly recorded in the correction logbook.  Check that charts’ updates are issued by
 Check that correction are made in authorized hydrographic office and are:
accordance with notice to mariners instruction stored separately
For electronic chart intended for ECDIS Equipment applied automatically
recorded and logged with date of
application
 Voyage plan filled in properly: way points –
 Check that electronic charts and publications chart numbers – sailing restriction and
are from authorized hydrographic office and warning
are suitable for ECDIS system and relevant  Charts and publication for the intended
electronic back up system voyage updated with the latest release of
 Check that adequate selection of ENC – Notice to Mariners
Electronic Navigational Charts – for the  Position Fixes and separation zone traced on
intended voyage are installed or stored on the charts
board
 Check that officers in charge of navigational
watch OOW using ECDIS system are
provided with certificate of training and, for
***
apparatus different from that one used to

FROM SLOPING PLATE OF TOPSIDE

BALLAST TANKS
1. GENERAL According to RINA Classification Rules, the
Bulk carriers are fitted with topside ballast tanks which requirements for surveys of topside ballast tanks
depend on the age of the ship and the relevant survey
are prone to corrosion, in the course of the ship’s life.
A corrosion prevention system is normally considered interval depends on the recorded coating condition.
either: When the coating condition is recorded as being good
 a full hard coating, or or fair, topside ballast tanks are to be internally
 a full hard coating supplemented by anodes. inspected at class intermediate and renewal surveys.
Protective coating is usually epoxy coating or When the coating condition is recorded as being poor,
equivalent. topside ballast tanks are to be internally examined at
Coating condition is defined as follows: class annual surveys.
 Good: condition with only minor spot rusting (Fig.1) Pressure test of topside ballast tanks is normally
required at class renewal surveys. It may be required at
other surveys, should the attending surveyor deem it
necessary.

2. CHECKS AND TESTS

At annual and intermediate surveys, during the overall
survey of cargo holds, particular attention is to be paid
to the sloping plate of topside ballast tanks in order to
identify signs of leakage (i.e. rusty marks, dripping, etc.)
(Fig.4 and Fig.5).
This check is to be carried out independently of the
recorded condition of the internal coating (i.e. even
Fig.1 in those cases where the recorded condition is “good”
and “fair”) and may also help to identify local defects
 Fair: condition with local breakdown at edges of
difficult to detect from the inside (e.g. small cracks
stiffeners and weld connections and/or light rusting
developed in way of welded seams of the sloping plate).
over 20% or more of areas under consideration,
In cases where marks/signs are detected which in the
but less than as defined for poor condition (Fig.2)
opinion of the attending surveyor may question the
condition of the sloping plate, an internal examination
and a pressure test should be required and carried out.

Fig.2
 Poor: condition with general breakdown of coating
over 20% or more of areas or hard scale over 10% Fig.4
or more of areas under consideration (Fig.3)

Fig.3 Fig.5

during port State control inspections. It is given for guidance only. Its use is not a requirement of RINA nor it is required by the flag State or any port State. Its
use does not exempt the owner from the application of routine on-board maintenance procedures and operations. Its use does not exempt RINA from checking
the same items during class and statutory surveys. RINA declines any responsibility for any damage derived from the use of this card. Some of the photographic
material has been taken from Computer Aided Training for Surveyors (CATS) developed by VIDEOTEL for BV, GL and RINA within EEIG UNITAS. © 2002 RINA
Reproduction, use and transfer restricted. All rights reserved.
PSC DEFICIENCY CARDS (CARGO SHIPS) Card n.17
MAIN DECK, EXPOSED DECK AND
SUPERSTRUCTURE

1. GENERAL
At the time of annual surveys, the ship is to be
generally examined. The survey is to include a visual
inspection of the hull, equipment and machinery of the
ship and some test thereof, so far as necessary and
practicable in order to verify that the ship is in a
satisfactory and efficient general condition and is
properly maintained.
The hull annual survey is to include a general external
examination and testing, where appropriate, verifying
the efficient condition of several items, as applicable.
The freeboard deck and exposed decks are among
these items.

2. CHECKS AND TESTS

The main and exposed decks are to be completely
inspected by visual examination, if some areas are Fig.3
not examinable because hidden by material laid on
deck plating (i.e. mooring ropes, garbage containers, Particular attention is to be paid to areas where
oil drums, spare steel plating, etc.), the removal of the cement boxes are found (structures, pipes, etc.):
material is to be requested and the area is to be removal is to be requested in all cases to carefully
carefully investigated (Fig.1, Fig.2 and Fig.3). inspect the area concerned (from both sides where
possible).
Sometimes, thin cement layers rather than boxes are
found on deck, appearing as a protective "coating" but
often hiding structural defects. The corresponding
area is to be investigated from the under deck side
(thickness measurements may be required).
In cases where the investigation may cause doubts
about the good condition of the deck plating, the
removal of the concrete layer is to be required to carry
out a careful inspection from both sides (Fig.4 and
Fig.5).
The removal of the concrete layer is to be required in
those cases where the under deck side is not
accessible.

Fig.1

Fig.4

Fig.2

Main deck and superstructure deck are to be keep

neat and in order: piping and accessories shall be
found in good state of maintenance free from
leakages: relevant support are to be in sound
condition and properly connected to deck
Deck plating and ladder are to be free from slippery
and oily residues
Ladders are to be with all steps and handrail in order
No material shall be stowed on passage ways as well
in way of control station, service areas, mooring
station, firefighting system and equipment

Fig.5 ***

Fig.3

2. CHECKS AND TESTS

According to SOLAS Reg. III/20.11.2 as amended,
on-load/off-load release gear shall be:
Fig.1 1. Serviced at recommended intervals in
accordance with instructions for on board
maintenance;
2. Subjected to a thorough examination and
test during the annual surveys by "properly trained
personnel familiar with the system” (see Note 1);
3. Operationally tested under a load of 1.1
times the total mass of the boat when loaded with its
full complement of persons and equipment whenever
PSC DEFICIENCY CARDS
Card no.18
ON-LOAD/OFF-LOAD LIFEBOAT
RELEASE GEAR
the release gear is overhauled. Such overhauling and 2. Examination of records and checklists filled
test shall be carried out at least once every five years. out by “properly trained personnel” previously defined,
Note 1: “Properly trained personnel familiar with the system” and signed by the ship’s master or Company’s
shall be intended as: representative.
a) Manufacturer’s representatives;
3. Visual inspection of each on-load release
b) Persons or Company certified by the arrangement shall be carried out paying particular
manufacturer; attention to:
c) Persons or Company approved by the Flag a. The operating cables shall be properly
Administration for the specific purpose.
adjusted for a simultaneous release of the
lifeboat; therefore, they shall appear in good
condition and evenly tensioned in the release
The following checks and examinations are to be handle unit.
performed by the attending Surveyor:
b. The hydrostatic lock lever, when the boat is
in stowed position shall be in the safe position,
1. Check of ship’s records of inspection and
according to the instruction given by the
maintenance, which is part of “instructions for on-
board maintenance” required by Reg. III/36 of SOLAS manufacturer in the operating manual.
74 as amended. A report for the following inspections c. The protection for access to the on-load
shall be entered in the log-book: release capability shall be in place.
a) For all ships, a visual inspection of the d. The connection between the hook’s side
hooks, their attachment to the lifeboat and the plates to the keel shall be free of significant signs
setting of the on-load release gear shall be made of corrosion.
on a weekly basis (Reg. III/20.6.1).
e. The instructions for operating the system
b) In addition, for cargo ships, all lifeboats shall be posted nearby the operating lever and
except free-fall lifeboats shall be moved from clearly visible.
stowed to outboard position on a weekly basis if
weather and sea conditions so allow (Reg. f. A clear indication showing that the hook is
III/20.6.3). properly reset, shall be provided on each hook
side plate, together with proper instructions on
c) For all ships, all lifeboats, except free-fall how to reset it.
lifeboats, shall be turned out from their stowed The instructions, if any, issued on the matter by the
position, without any persons on board on a concerned Flag Administration, which can be found in
monthly basis, if weather and sea conditions so the “Instruction to Surveyors” are also to be taken into
allow (Reg.III/20.7.2). account.

***
PSC DEFICIENCY CARDS (CARGO SHIPS) Card n.19
SHIP CERTIFICATES AND DOCUMENTS,
OFFICERS AND RATING CERTIFICATION

1. SHIPS CERTIFICATES AND DOCUMENT receive such certification crew has, in alias,
In order to demonstrate their compliance with to undergo training courses which should be
International convention mandatorily documented with pertinent certificate or
applicable to ships depending on their type, attestation
size, tonnage deadweight, service and The Flag Administration will determine the
navigation , ships shall be provided with minimum safe manning criteria for each
Certificates, Manuals and Record Books vessel and will issue the relevant certificate
As a guidance the following Annexes are in which is detailed the minimum crew
enclosed with the list of certificate and composition and certification required
document: The muster list, prepared on specific format
Annex 1 - Ship Certificates and Documents approved by the Flag Administration, is
Annex 2 – Manuals, Booklets and detailing the assignment of duty to each
Publications seafarer in case of emergency.
Annex 3 - Logbook Entries
2.1 VERIFICATION AND CONTROL
 Check that Minimum Safe Manning
1.1 VERIFICATION AND CONTROL
Certificate and Muster List are available
 Check that original and valid certificates are on board
available on board  Check that Muster List is displayed in
 Check that Copy of DOC updated with accommodation areas
endorsement for annual audit is available on  Check that original and valid Certificate
board of Competency COC for Officers and
 Check that certificates are endorsed for OOW is available on board
periodical surveys within ranges date  Check that COC’s endorsement for
 Check consistency of data and figure between certificate issued by Administration which
certificates is not the Flag Administration or a three
 Check that Manual and instruction book are month validity application letter for
specific for the ship obtaining such endorsement is available
 Check that Log books/ Record Books are on board
properly filled in with data in accordance with  Check the General Operator Certificate –
relevant instruction GOC - for GMDSS Operators
Check that log book format is in accordance Check Certificate of Proficiency in
 
with Administration requirement survival craft, rescue boats and fast
Check that, when required, manuals are rescue boat for officers and ratings

approved on behalf of the current Flag Check certificate or attestation for
Administration 
Training courses: basic – advanced -
Check consistency of data and figure in specialized

different documents, i.e. tank capacity and  Basic: personal survival techniques,
location [capacity plan / stability booklet / fire protection and fire-fighting,
Certificates’ supplement / record books] elementary first aid, personal safety
 Check that required copy of manuals are and social responsibility
available on board and distributed as  Advanced:. Advanced fire-fighting for
necessary (i.e. training manuals in crew mess tankers
room or recreation room)  Specialized (depending the type of
 Check that ship working language is recorded ship):
in the Log Book  - Tanker -Tanker familiarization
 Check that mandatory entry are regularly - Ro-Ro Pax - Crowd management,
made Familiarization & Safety

Steering gear Drill Familiarization, Passenger safety,

Fire Drill Cargo safety and hull integrity, Crisis
Man Overboard Drill Management
On board training - Passenger: Crowd management,
Oil Record book Part I Familiarization & Safety
Oil Record Book Part II Familiarization, Passenger safety,
Cargo Record book Crisis Management
 Check Medical examination.
2. OFFICERS AND RATINGS CERTIFICATION
The crew has to carry valid certificate of
competency issue pursuant the STCW
convention depending of the type of ship, the
ranking
This card does and
not in any function
way replace assigned;
or cover in and/or
the scope of class orderstatutory
to surveys carried out by RINA, the flag State or by RINA on behalf of the flag State. It is not
exhaustive and contains those items which according to the information in RINA possession are more frequently inspected and/or found defective during port State control
inspections. It is given for guidance only. Its use is not a requirement of RINA nor it is required by the flag State or any port State. Its use does not exempt the owner from the
application of routine on-board maintenance procedures and operations. Its use does not exempt RINA from checking the same items during class and statutory surveys.
RINA declines any responsibility for any damage derived from the use of this card. Some of the photographic material has been taken from Computer Aided Training for
Surveyors (CATS) developed by VIDEOTEL for BV, GL and RINA within EEIG UNITAS. © 2002 RINA Reproduction, use and transfer restricted. All rights reserved.
Annex 1 to
PSC DEFICIENCY CARDS (CARGO SHIPS)
Card n.19
SHIP CERTIFICATES AND DOCUMENTS

No. Document all bca oil che gas gen

1 Class X
2 International Load Line Certificate X
3 International Load Line Exemption Certificate X
4 Cargo Ship Safety Construction Certificate X
5 Cargo Ship Safety Equipment Certificate X
6 Cargo Ship Safety Radio Certificate X
7 Safety Management Certificate ( ISM Code) X
8 International Ship Security Certificate (ISSC – ISPS X
Code)
9 Copy of Document of Compliance (ISM Code) X
updated with endorsement for last Company audit
10 International Oil Pollution Prevention Certificate X
(IOPPC- MARPOL Annex I)

11 International Pollution Prevention X X

Certificate(NLS/IPPC- MARPOL Annex II) (*) (**)

12 International Sewage Prevention Pollution ( ISPPC – X

MARPOL Annex IV)
13 International Air Pollution Prevention Certificate X

14 Engine International Air Pollution Prevention X

Certificate (EIAPP – MARPOL Annex VI) (1)
15 International Energy efficiency Certificate (IEEC – X
MARPOL Annex VI) (2)
16 International Certificate of Fitness for the Carriage of X
Dangerous Chemicals in Bulk (ICOF Chem - IBC

17 International Certificate of Fitness for the Carriage of X

Liquified Gases in Bulk (ICOF Gas - IGC Code (3)
18 Certificate of Fitness for the Carriage of Liquified X
Gases in Bulk (COF Gas - GC Code) (4)

19 International Tonnage Measurement Certificate X

20 Cargo Gear Register Book and Certificate (ILO 152) X

21 Document of Compliance for the Carriage of Grain X X

22 Document of Compliance for ships carrying X X
Dangerous Goods (5)
23 Statement of the carriage in bulk of cargo listed in X X

24 Iternational Anti Fouling system certificate ( IAFSC – X

AFC Convention)

25 Safe Manning Document (SOLAS Ch.V) X

26 Certificates for Master, Chief Mate, Watch X

Officers and Ratings
27 Rating certificates of proficiency in survival craft X
This card does not in any way replace or cover the scope of class and/or statutory surveys carried out by RINA, the flag State or by RINA on behalf of the flag State. It is not
exhaustive and contains those items which according to the information in RINA possession are more frequently inspected and/or found defective during port State control
inspections. It is given for guidance only. Its use is not a requirement of RINA nor it is required by the flag State or any port State. Its use does not exempt the owner from the
application of routine on-board maintenance procedures and operations. Its use does not exempt RINA from checking the same items during class and statutory surveys.
RINA declines any responsibility for any damage derived from the use of this card. Some of the photographic material has been taken from Computer Aided Training for
Surveyors (CATS) developed by VIDEOTEL for BV, GL and RINA within EEIG UNITAS. © 2002 RINA Reproduction, use and transfer restricted. All rights reserved.
Annex 1 to
PSC DEFICIENCY CARDS (CARGO SHIPS)
Card n.19
SHIP CERTIFICATES AND DOCUMENTS

28 Certificates for Chief Engineer, 2nd Engineer, X

Watch

29 Endorsements for tankers X X

30 Radio Officers/Operators certificates of competency X
31 Medical examination certificates for all crew X

NOTES:
(*) when the oil tanker is carrying products that are listed in the Ch. 18 of the IBC Code

(**) when the gas carrier is carrying products that are listed also in the Ch. 17 of the IBC Code

(1) For internal combustion engines of 130 kW power and above not intended for emergency services and
lifeboats and rescue boats

(2) For ships:

a. Which the building contract is placed on or after 01/01/2013 or

b. The keel of which is laid on or after 01/07/2013 or

c. Delivered on or after 01/0772015 and

d. For existing ship not included in the above at the first intermediate or renewal survey, whichever is
first, on or after 01/01/2013.

(3) For ships whose keel was laid on or after 01/07/1986

(4) For ships whose construction contract has been signed after 31/10/1976 and whose keel has been laid before
01/07/1986

(5) Carriage in compliance with SOLAS 74/88 Reg. II-2/54 or SOLAS 74/00 Reg. II-2/19 with for ships whose keel
was laid on or after 01/07/1986

(6) Carriage in compliance with IMSBC Code of cargo listed in this Code:

a. All cargoes including dangerous ones for ships whose keel was laid before 01/07/1986

b. Cargo other than dangerous goods for ships whose keel was laid on or after 01/07/1986

all = all ships che = chemical tankers

bca = bulk carriers gas = gas tankers
oil = oil tankers gen = general cargo

No. Document all bca oil che gas gen

1 Loading manual X
2 Approved trim and stability booklet X

3 Approved damage stability booklet X X X X

4 Approved grain loading stability booklet X X

5 Approved SOPE Plan X

6 Approved SMPEP X

7 Approved SEEMP ( Ship Energy Efficiency X

Management Plan)
8 Approved Oil Discharge Monitoring and Control System X
(ODMS) manual
9 Approved Dedicated Clean Ballast Tank (CBT) X
operational manual

10 Approved Crude Oil W ashing (COW ) operation X

and equipment manual

11 Approved P&A Manual X X(*)

12 Approved Cargo Securing Manual (if cargo units are X X

carried)

13 Approved NOx technical file for internal combustion X

engines

14 Safety Management Manual X

15 Oil Record Book Part I (machinery spaces operation) X

16 Oil Record Book Part II (cargo-ballast operation) X

17 Cargo Record Book X

18 Inert Gas System (IGS) instruction manual X

19 Cargo information/operation X

20 Operational procedures for special ballast X

arrangements

21 International Bulk Chemical (IBC) Code (for ships built X

on or after 1.7.86)

22 International Gas Carrier (IGC) Code (for ships built X

on or after 1.7.86)

23 Manoeuvring booklet and information (for ships built on X

or after 01.09.84)
This card does not in any way replace or cover the scope of class and/or statutory surveys carried out by RINA, the flag State or by RINA on behalf of the flag State. It is not
exhaustive and contains those items which according to the information in RINA possession are more frequently inspected and/or found defective during port State control
inspections. It is given for guidance only. Its use is not a requirement of RINA nor it is required by the flag State or any port State. Its use does not exempt the owner from the
application of routine on-board maintenance procedures and operations. Its use does not exempt RINA from checking the same items during class and statutory surveys.
RINA declines any responsibility for any damage derived from the use of this card. Some of the photographic material has been taken from Computer Aided Training for
Surveyors (CATS) developed by VIDEOTEL for BV, GL and RINA within EEIG UNITAS. © 2002 RINA Reproduction, use and transfer restricted. All rights reserved.
Annex 2 to
PSC DEFICIENCY CARDS (CARGO SHIPS)
Card n.19
MANUALS, BOOKLETS AND PUBLICATIONS

24 General catalogue for the nautical publications X

25 Charts and publications for the intended voyage X

26 Notices to Mariner and chart correction logbook X

27 International Code of Signals X

28 Radio license X

29 Radio logbook X

30 Operating manuals for radio equipment X

31 ITU publications X

32 Enhanced Survey Programme Report File X X X

33 Bunker delivery note for Low Sulfur oil fuel

34 Deck logbook X

35 Engine room logbook X

36 Fire plans X

37 Muster lists X

38 IMO Posters/Signs: Red (Fire and Lifesaving) – Green X

(Escape) – Blue ( Survival crafts and launching
appliances)
39 Lifesaving appliances training manual X

40 Instructions for on board maintenance of lifesaving X

appliances

41 Instructions for on board maintenance of fire-fighting X

appliances
42 Operational instructions for emergency steering X
change-over procedure

43 Operational instruction for fixed firefighting system X

NOTES:
(*) when the gas carrier is carrying products that are listed also in the Ch. 17 of the IBC Code
all = all ships che = chemical tankers
bc = bulk carriers gas = gas tankers
oil = oil tankers gen = general cargo

No. Item Frequency

1 Working Language
2 Steering gear Operational test and change-over procedures 12 hours before
departure
Emergency steering gear test (direct control from Three-monthly
steering gear compartment, communication,
alternative power supply)

3 Lifesaving Inspection of lifesaving appliances and lifeboat Monthly

appliances equipment using the checklist given in the
“Instructions for On-board Maintenance” (see
Appendix 2, item 6)

On-board training in the use of lifesaving and fire- 2 weeks after

fighting appliances embarkation

4 Lifeboats and rescue Operation of lifeboat and rescue boat engines Weekly
boats ahead and astern (for at least 3 minutes)

Launching of each lifeboat and rescue boat Three-monthly

Launching of free-fall lifeboat (if fitted) Six-monthly

On-board training in the use of davit launched Interval of

liferafts 4 months

5 Launching Annual thorough examination Annual

appliances Annually
Dynamic test with load of the winch brake
upon completion of the annual thorough
examination

Dynamic test with 1.1 overload of the winch Quinquennial

brake upon completion of the annual thorough
examination

6 Lifeboat on-load Annual thorough examination and test Annual

release gear
Operational test with 1.1 overload of the release Qinquennial
gear upon completion of the annual thorough
examination and whenever the release gear is
overhauled

7 General alarm Test of general emergency alarm Weekly

8 Drills Abandon ship drill Monthly

Fire drill Monthly

9 Fire-fighting Inspection of breathing apparatus Monthly
appliances
Renewal of liquid foam At each
renewal

NOTE:
Additional entry may be specifically requested as per Flag Administration requirement.

1. GENERAL  Check that wire in good condition: no wire

broken – no distorsion
Stern door is the typical outfitting of RO-RO cargo ship  Check condition of rubber packing and
in order to allow cargo to be loaded and discharged in relevant containment : gasket in place and
horizontal direction. continuous in particular in way of door edges
Stern door protects the main garage, which is generally and corners
the bulkhead deck, from entry of water and therefore its  Check condition of supporting devices: slots to
capability to remain weather tight is of paramount accommodate securing devices, hinges and
importance. stopper to transmit load from the door to the
Furthermore the stern door is part of the aft end ship structure. No cracks – no deformation –
structure of the ship and its structural condition shall be welding to ship structure in order – gap
maintained to ensure proper strength. between securing device and supporting
Depending on the size and the service needs of the device – hinges clearance – connection of
vessel the stern opening can be protected by one or hinges’ pad eyes to ship structure
two doors: however also the size of a single door can  Check condition of securing device to prevent
be quite big in term of both dimension and weight. movement and hold in closed position: wedge
Therefore the condition of the door with its accessories and pins all in place, greased and free to move
as well as that one of the stern frame, door supporting  Check condition of locking device to block the
devices, door closing and securing devices shall securing device: hydraulic actuators all in
remain adequate. place and connected – hydraulic system tight
Stern door are operated by means of wire or hydraulic with no leakage
piston or combined systems: not appropriate  Check that interlock for operating, securing
manoeuvring of the door cause uneven distribution and and locking the door is working in order to
transmission of stress causing door deformation as ensure proper sequence ( Keel Laid >
well as depletion of supporting structure of the ship 01/01/1998)
(winch foundation pulley support, pistons’ eye pads).  Check the door in closed position to ensure
weather tightness: proper fitting within the
structure frame with securing and locking
devices in place – no gap – no deformation
 Carry out leak test by hose test if deemed
necessary
 Carry out the working test of the door in
opening and closing mode
 Check that the system for indication and
monitoring the position of the door, of the
securing and locking devices at the remote
control station, where fitted, is in working
condition
 Check that warning notice displayed at each
operating panel

2. CHECKS AND TESTS

 Check that Operational and Maintenance

Manual (OMM) is available on board, specific
for the ship and approved ( Keel Laid >
01/01/1998)
 Check that operating instruction displayed
 Check general structural condition of the stern
door and stern frame: no deformation –
stiffening system in sound condition – flap in
place
 Check structural condition of the support and
the pad eyes of pulleys for lifting wire are in Stern door in closed position: no weather tight due
order:
to pulleys aligned – pin not deformed, not possible deformation
loose and greased – pin lock in place

Hydraulic piston Missing sensor for

for locking device indication and monitoring
Condition and clearance of supporting hinges

Securing device in place Hydraulic operated wedge

Hinge
Top portion of door structure wasted and holed

Pin worn out

Pin renewed

Hose test to confirm weather tightness

As special category spaces may be accommodated on

more than one deck provided that the total overall clear
height for vehicles does not exceed 10 m portion of
piping between platform or movable deck are realized
by means of steel armoured flexible hoses
The most recurrent malfunctioning and deficiency of the
system results in partial supply of water to all nozzles
with reduced pressure so that the result spry in not Also the flexible hoses represent a weak point of the
adequate. The nozzles as well as the piping itself system and have to be thoroughly examined.
become obstructed by rust clogs which form inside the
pipe: even if not required, it would be recommended to
blow the piping after any test by means of air
compressed or fresh water but a few system are
designed with this feature

***

CROSS DECKS ON CONTAINER SHIPS

1. GENERAL
Cross Decks on Container Ships are targeted as
critical deck area and several times they have
been found in poor maintenance condition.
The cross deck zone is a stressed area as far as
the structural strength of the ship is concerned
and, on the other side, is quite uneasy for proper
inspection and maintenance.
The cross decks are generally built with box type
construction which structurally connects the hatch
coamings of adjacent cargo holds. by means of
horizontal plate and longitudinal webs.
.

They are narrow spaces between transversal

coaming of cargo holds, generally covered by
grating or steel walkways, where, in addition to the
stiffening members, several outfitting are placed
such as ventilation trunks, cargo hold/cofferdam
access hatchways, electrical cabinets and
switches for refrigerated containers, lighting, fire
hydrants, air pipes

CROSS DECKS ON CONTAINER SHIPS

 lower portion of coaming stays

Furthermore due to the lack of natural ventilation

and stagnation of water, the structure thereby is
prone to corrosion and wastage, especially in way
of:
 connection to deck of coamings  cable penetrations

CROSS DECKS ON CONTAINER SHIPS

 pipe penetration

 structure underneath the coaming face plate Cross decks areas are always to be examined
with due care.
Inspection is not easy due to lack of favourable
access, lack of light, narrow passage and
obstacle.
Chipping and descaling may be necessary to
properly assess the plating and webs condition
and to ascertain the presence of crack or
detachment.

 stiffening system

CROSS DECKS ON CONTAINER SHIPS

 Check condition of fire hydrants, if fitted, and

assure they are ready for use

2. CHECKS AND TESTS  Check condition of cargo hold ventilators and

mesh wire, with relevant means of closure:
 Check general maintenance condition of cross cover with hinges and dogs – flap with spindle
decks; coating condition, absence of debris or and lever
disposed material
 Check structural condition and weather
 Check general condition of structural members tightness of access hatchways, where fitted,
in term of localized wastage and corrosion as including completeness and efficiency of
well as deformation closing device: hinges and dogs
 Check condition of coamings, with particular  Check condition of air pipes, where fitted; in
regard to the lower portion and connection to particular condition and efficiency of pipe
deck head
 Check stiffening members, stays and webs for  Check condition of gratings, walkway and
sound condition; neither crack nor ladder
detachment.
 Check condition of plating penetration both on
coaming and deck
 Check condition of electrical cable with
relevant support and light bulb
 Check electrical cabinet, switches and plugs,
where fitted

- there are clear grounds for believing that the

1. GENERAL
working and living conditions on the ship do not
The purpose of an ILO PSC inspection is to determine conform to the requirements of the MLC, 2006; or
whether a ship is in compliance with the requirements - there are reasonable grounds to believe that the
of the MLC, 2006. These requirements are laid down in ship has changed flag for the purpose of avoiding
the Articles and Regulations and in Part A (Standards) compliance with the MLC, 2006; or
of the Code of the MLC, 2006. Part B (guidelines) of the
MLC, 2006, Code is not subject to inspection by port - there is a complaint alleging that specific working
State control. and living conditions on the ship do not conform to
the requirements of the MLC, 2006.
PSCO inspections are, in principle, concerned with the
14 areas of working and living conditions on the ship The document review is concerned with:
(listed in Title 5, Appendix A5-III of the MLC, 2006) and
- ascertaining the existence of a MLC, 2006,
are to be certified by flag States as being in compliance
Certificate and a DMLC (or an Interim Certificate)
with the related requirements of the Convention.
and verifying that these documents have been
The PSCO may also take action in the case of non- validly established for the ship; and
compliance with any other requirement of the
Convention relating to working and living conditions. - verifying that the documents are complete, in the
sense that they contain all the information required
On ships carrying a Maritime Labour Certificate, a by the MLC, 2006, especially with respect to the 14
summary of the relevant national standards adopted to subject areas listed in Appendix A5-I.
implement the MLC, 2006, in the 14 areas referred to
2.2 Review of a ship’s MLC, 2006, documents in
will be set out in Part I of the DMLC attached to the
a port State control inspection
Certificate.
A review of the ship’s Maritime Labour Certificate and
It has to be noted that the Certificate and DMLC should
be the starting point in the inspection process as they DMLC should include checking for:
constitute first evidence that the ship is in compliance - validity; and
with the requirements of the MLC, 2006 (including
seafarers’ rights). - completeness.

An inspection may end after a satisfactory document As regards the validity, in addition to check the date of
review or it may move to a more detailed inspection and validity stated on the Maritime Labour Certificate, the
end at that point or an inspection may also require that following items should be verified:
action be taken if deficiencies are identified. • the period of validity does not exceed five years or, in
It has to be noted that, at all stages of the inspection, the case of an Interim Certificate, six months;
PSCOs should make all possible efforts to avoid a ship • except in the case of an Interim Certificate, the ship is
being unduly detained or delayed. covered by a signed and sealed or stamped certification
2. PROCEDURE WHERE INSPECTION IS and, where applicable, endorsements, that purport to be
INITIATED BY THE PSC AUTHORITY based on an initial or intermediate inspection carried out
in compliance with Standard A5.1.3, paragraphs 2 to 4
2.1 Scope of the port State control inspection and Standard A5.1.4, paragraph 4 (see, in particular,
Where the ship carries a Maritime Labour Certificate Guidelines for flag State inspections under the Maritime
and DMLC issued by a flag State that has ratified the Labour Convention, 2006, sections 2.2.4–2.2.7);
MLC, 2006, these documents constitute first evidence • the Certificate, and the accompanying DMLC (where
that the requirements of this Convention relating to applicable), have apparently been signed and sealed or
working and living conditions of the seafarers have stamped by an authorized flag State official; where the
been met (Regulation 5.1.1, paragraph 4). person authorized to sign is an employee of an RO,
reference should be made to the list of ROs authorized
A port State control inspection, if undertaken, would be
by the flag State concerned, made available by the ILO
limited to carrying out a review of the ship’s Certificate
in accordance with Standard A5.1.2, paragraph 4 (see
and the DMLC. A more detailed inspection may be
Guidelines for flag State inspections under the Maritime
carried out to ascertain the working and living
Labour Convention, 2006, section 2.2).
conditions on board the ship when:
- the required documents are not produced or As regards the completeness, a Maritime Labour
maintained or are falsely maintained or that the Certificate must have a DMLC attached or it is
documents produced do not contain the information incomplete. An Interim Maritime Labour Certificate,
required by the MLC, 2006 or are otherwise invalid; however, need not be accompanied by a DMLC. It
or should be ensured that all spaces requiring input from

the flag State have been completed in the Maritime

Labour Certificate and the DMLC, or in the Interim
Maritime Labour Certificate.
3. CIRCUMSTANCES THAT MAY CAUSE
DETENTION OF THE SHIP AND CHECKS
Not every deficiency would be sufficiently serious to
warrant preventing a ship from sailing. However
repeated breaches may be a reason for detaining a
ship.
The following are MLC detainable deficiencies.
3.1 Checks
• the presence of any seafarer on board under the age
of 16 (Standard A1.1, paragraph 1);
• the employment of any seafarer under the age of 18 in
work likely to jeopardize their health or safety (Standard Fig. 1 (bathrooms in poor condition)
A1.1, paragraph 4) or in night work (see Standard A1.1,
paragraphs 2 and 3);
• insufficient manning (Regulation 2.7 and Standard
A2.7), including that caused by the removal from the
SMD of under-age seafarers;
• any other deficiencies constituting a violation of
fundamental rights and principles or seafarers’
employment and social rights in Articles III and IV;
• any non-conformity applied in a way that violates
those fundamental rights (for example, the attribution of
substandard accommodation based on the race or
gender or trade union activity of the seafarers
concerned);
• repeated cases of seafarers without valid certificates
confirming medical fitness for duties (Standard A1.2);
• seafarers on board the same ship repeatedly not in Fig. 2 (wasted chairs)
possession of valid seafarers’ employment agreements
(SEAs) or seafarers with SEAs containing clauses
constituting a denial of seafarers’ rights (Regulation 2.1,
paragraph 1);
• seafarers repeatedly working beyond maximum hours
of work (Standard A2.3, paragraph 5(a)) or having less
than the minimum ours of rest (Standard A2.3,
paragraph 5(b));
• ventilation and/or air conditioning or heating that is not
working adequately (Standard A3.1, paragraph 7);
• accommodation, including catering and sanitary
facilities, that is unhygienic or where equipment is
missing or not functioning (Standards A3.1, paragraph
11, and A3.2, paragraph 2; Regulation 4.3, paragraph
1);

Fig. 3 (poor sanitary condition)

• medical guide or medicine chest or medical

equipment, as required, not on board (Standard A4.1,
paragraph 4(a));
• no medical doctor for passenger ships engaged in
international voyages of more than three days, carrying
100 persons or more, or no seafarer in charge of
medical care on board (Standard A4.1, paragraph 4(b)
and (c));
• repeated cases of non-payment of wages or the non-
payment of wages over a significant period or the
falsification of wage accounts or the existence of more
than one set of wage accounts (Standard A2.2,
paragraphs 1 and 2).

Fig. 4 (store adapted to cabin)

• quality and quantity of food and drinking water not

suitable for the intended voyage (Standard A3.2,
paragraph 2), see Fig.1;

Fig. 5 (food not properly stowed/kept)

RADARS

1. GENERAL
Cargo ships of 300 gross tonnage and upwards
shall be fitted with a 9 GHz (X-Band) radar
(SOLAS V/19.2.3.2) ; in addition, cargo ships of
3.000 gross tonnage and upwards shall carry a 3
GHz (S-Band) radar (SOLAS V-19/2.7.1).

Cargo ships of10.000 gross tonnage and upwards

shall be fitted with an Automatic Radar Plotting Aid
(ARPA) (SOLAS V-19/2.8.1).

Deficiencies related to radar failures are one of the

most common reasons of detention.

1.1 9 GHz Radar (X-Band)

X Band radar has the following characteristics: Fig. 2 (radar device)
 Short wavelength for better definition
 Attenuation in precipitation is greater than on
S-Band 2. CHECKS AND TESTS
 Smaller antenna 2.1 General checks applicable to all types of
radars.
1.2 3 GHz Radar (S-Band)
Check that the Deck Officer designated as Officer
S Band radar has the following characteristics: on watch (OOW) is capable to switch on the radar
 Longer wavelength for long range detection and verify that a clear picture is provided. Check
 Penetrates precipitation, to be used in bad that the equipment is in proper working condition
weather conditions and filter are cleaned as per instructions.
 Large antenna
2.2 Additional checks applicable to radar provided
1.3 Automatic Radar Plotting Aid (ARPA) with ARPA.
ARPA is a collision avoidance tool, tracking If radar is fitted with ARPA check that the OOW is
individual Radar targets and plotting their course capable to select a target and explain the various
and speed in order to determine the closest point basic controls.
of approach (CPA) and time to closest point of
approach (TCPA) to own vessel. In order to 2.3 Additional checks applicable to X-Band radars
calculate CPA and TCPA ARPA is also connected
to GPS, Gyro-compass & speed log. An additional check can be done to ensure that
the X-band radar is working properly in
conjunction with Search and Rescue Transponder
(SART).

The SART can be used to locate a survival craft

or distressed vessel by creating a series of circles
on a rescuing ship's radar display. A SART will
only respond to a 9 GHz X-band (3 cm
wavelength) radar and it will not be visible on S-
band (10 cm) or other radars.

Ask to the relevant personnel to put the SART

switch in test position for no more than 10 s at a
distance of least 15 m from the vessel's X-band
radar antenna.

When activated SART has a receiver that detects

the signals from X-band radar (9.2 - 9.5 GHz).
If the SART detects a signal it will immediately
Fig 1 (screen of radar with ARPA) transmits twelve pulses on the same frequency.
This signal is seen by the radar as "echoes" and
will be displayed on the screen with series of
twelve dots with a gap of 0.6 miles between them.
The first dot is at the position of the SART and the
This card does not in any way replace or cover the scope of class and/or statutory surveys carried out by RINA, the flag State or by RINA on behalf of the flag State. It is not
exhaustive and contains those items which according to the information in RINA possession are more frequently inspected and/or found defective during port State control
inspections. It is given for guidance only. Its use is not a requirement of RINA nor it is required by the flag State or any port State. Its use does not exempt the owner from the
application of routine on-board maintenance procedures and operations. Its use does not exempt RINA from checking the same items during class and statutory surveys.
RINA declines any responsibility for any damage derived from the use of this card. Some of the photographic material has been taken from Computer Aided Training for
Surveyors (CATS) developed by VIDEOTEL for BV, GL and RINA within EEIG UNITAS. © 2002 RINA Reproduction, use and transfer restricted. All rights reserved.
Card n.24
PSC DEFICIENCY CARDS (CARGO SHIPS)

RADARS

others go in a straight line towards the edge of the

screen.
The signal of the SART will then be visible as
twelve complete circles on the radar screen. This
will tell the search-and-rescue team that they have
almost arrived.

***
Fig. 2 (radar screen with SART activated)

FIXED FIRE DETECTION SYSTEMS

1. GENERAL
Deficiencies relevant to fixed fire detection and
alarm systems are among the most common
reasons of detentions.
smoke sensors
Fire detection systems are generally composed
by:
 one control panel/s giving information and
alarm
 loops/sections indicating the group of
sensors/call points connected by the same
wiring
 the single smoke/light/heat detector or manual
call points located in the spaces protected by
the system.

Fig 1 (smoke sensor and manual call point)

1.1 Addressable fire detection systems
For addressable fire detection systems when one
Fig. 3 (smoke extraction fire detection system)
fire detector/manual call point is activated the
alarm provides, in addition of the indication of the
space where the sensor is fitted, also the 1.3 Testing devices
identification code of the single fire
detector/manual call point. For testing detectors it is advisable to use specific
equipment to avoid damaging the sensor for
overexposure/heating of the sensor.

Fig. 2 (fire detection system with wire break alarm)

1.2 Smoke extraction fire detection systems

For cargo holds of bulk carrier it is common to

use a fire detection system that instead of
heaving smoke sensors fitted inside the hold has
a smoke extraction system. The air is extracted Fig. 4 (testing cup with spray gas)
from the hold by proper piping and driven in the
control unit where all sensors are fitted.

FIXED FIRE DETECTION SYSTEMS

Fig. 7 (damaged smoke detector)

Fig. 5 (manual call point testing key) 2.2 Additional checks for smoke extraction fire
detection systems
2. CHECKS AND TESTS For these type of systems it is to be verified also
that:
2.1 General checks applicable to all types of fire  the piping leading to the cargo holds is in
detections systems. proper condition, free from obstructions,
The following checks are to be done:  isolating valves are kept open when the
 the fire alarm panel is properly working and detection system is operating
powered by emergency source of power
 there is no indication of any fault or wire break
 no zones are disabled (a zone disabled with
the ship in operation can be considered as
detainable deficiency)
 self-testing facility is properly working (when
fitted)
 a spot check activation of single detectors and
manual call point is carried out satisfactorily
covering zones/sections (possibly different
type of detectors are to be tested smoke, heat,
light)
 check that no sensor is covered with plastic,
this make the detector not working and is
considered as detainable deficiency

Fig. 8 (piping valves leading to cargo holds)

***

Fig. 6 (covered smoke detector)

STRUCTURAL FIRE INTEGRITY

1. GENERAL
Deficiencies relevant to structural fire integrity and
fire doors are one of the most recurrent reasons of
detention.

The document containing the structural fire

protection of the ship is the “structural fire
protection plan” where the class of fire subdivision
is detailed.

Detainable deficiencies are mainly identified when

A (0-15-30-60) subdivision is affected, that means:
 steel plates are damaged/holed and therefore
flames/heat/smoke can pass through the
bulkhead/floor
Fig 3 (fire door with missing lock)

1.1 Fire doors with magnet/remotely operated

In case of fire doors normally opened with
magnet/remotely operated an additional
detainable deficiency is that when the fire alarm is
activated or when release remote control is
activated the doors do not close as appropriate.

2. CHECKS AND TESTS

2.1 General checks
During the walk around of the inspection the
following items are to be checked carefully:
Fig 1 (opened A0 bulkhead)  fire doors are not damaged/holed and can be
closed properly with lock engaged
 fire insulation is missing/damaged so that it is  fire doors are not tied back with hooks
evident that the fire resistance is no more
according to relevant A (15-30-60) standard

Fig 4 (fire door with hook)

Fig 2 (lower A60 insulation missing)
 self-closing devices of fire doors are working
 fire doors are not closing properly/kept open properly, in particular doors on:
with tie back hook/damaged leading passage  bridge entrance
of flames/heat/smoke  engine room entrance
 accommodations stair’s trunk
 doors on emergency escapes trunks

STRUCTURAL FIRE INTEGRITY

Fig 5 (fire door with magnet and missing self-closing

device)
Fig 7 (A-0 passage of cables without proper sealing)
 on steel bulkheads there are no open holes. In
case of doubt fire structural plan and load line  fire insulation is in proper condition and not so
subdivision are to be checked to verify damaged that the fire resistance of the
acceptability bulkhead is compromised

Fig 8 (damaged A60 insulation)

***
Fig 6 (A0 bulkhead missing upper part)

1. GENERAL
Deficiencies relevant to emergency lights are one
of the most recurrent reasons of detention.

Emergency lights, properly powered by the

emergency source of electrical power, are to be
available in all the following areas:
 at every muster and embarkation station
and over the ships sides;

Fig 3 (emergency light in steering gear)

 at the emergency fire pump – sprinkler

pump - emergency bilge pump and at the
starting positions of their motors;

Fig 1 (emergency light in way of embarkation area)

 in all service and accommodation

alleyways, stairways and exits;
 in personnel lift cars and personnel lift
trunks;
 in the machinery spaces and main
generating stations including their control
positions;
 in all control stations, machinery control Fig 4 (emergency light in way of fire control station)
rooms, and at each main and emergency
switchboard;  in all cargo pump-rooms of tanker.

1.1 Passenger ships

For passenger ships, emergency lighting are to be
provided also in all cabins to clearly indicate the
exit so that occupants will be able to find their way
to the door.

1.2 RO-RO passenger ships

For RO-RO passenger ships, supplementary
emergency lighting, powered by accumulator
batteries located within the lighting units, are to be
provided in all passenger public spaces and
alleyways, capable to operate for at least three
hours when all other source of electrical power
have failed.

Fig 2 (emergency lights in way of main switchboards)

 at all stowage positions for firemen’s

outfits (fire lockers);
 at the steering gear;

Fig 7 (emergency light on with main power off)

 emergency lights are identified with proper

Fig 5 (self-powered emergency light)
marking
2. CHECKS AND TESTS
2.1 General checks
During the walk around of the inspection the
following items are to be checked carefully:
 emergency lights are in proper condition with
reference to:
 supports
 bulbs coverage
 electric wiring
 bulbs

Fig 8 (emergency lights properly marked with red dot)

 emergency lights in way lifeboats/liferafts over
the ships sides, when movable, can rotate free

Fig 6 (wasted supports/wiring)

 emergency lights are powered by emergency

source of power (in case of doubt the walk
around is to be done in black out condition)
 emergency lighting are powered by the
transitional source of emergency electrical
power for at least half an hour, where required
by the applicable Rules
 supplementary emergency lighting are capable
to operate for at least three hours when all Fig 9 (embarkation light rotating support)
other source of electrical power have failed
 all fire lockers and emergency exits trunks from
ER are provided with emergency lights properly
working. Specifically for fire lockers it is
possible that some lockers are adapted as fire
lockers but without modifications to the
emergency lighting.

***

Fig 10 (burned bulb in ER emergency escape trunk)

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