Port State Control, Vetting & Security

1.

Port State Control,
Vetting & Security
Awareness
(Ratings)
Prepared by Captain B.Chernovol
All rights reserved

2.

PSC, OIL MAJOR VETTING & SECURITY AWARENESS

3. Port State Responsibility

SOLAS, L/L, MARPOL , STCW & MLC provide
control procedures on ships calling at foreign
ports
b9fa75
Role extended to cover
operational requirements
because some Flags States failed to discharge
their responsibilities
PS are required to inspect 25% of all ships
calling at their ports. (50% in Asia/Pacific
regions).

4.

If the ship cannot pass a port state or
vetting inspection, the responsibility is
that of the crew.
If crew jobs are to be retained, the
crew must take the task of preparing
for port state and vetting inspections
very seriously.
Professionalism, organization and a
good routine of following standard
procedures is the key to success.

5. Port State Control (PSC)

6. Port State Control (PSC)

7. Flag State Responsibility

Responsibility to ensure compliance with
Conventions that they are signatories to.
Implement IMO Conventions
Establish Administration (To entrust to
Classification Societies) to conduct:
Surveys
Casualty Investigations
Issue Safe manning Documents
Seafarer’s Certificates etc.,

8. Class Responsibility

Responsibilities from Flag States:
To conduct statutory Surveys
Issue Certificates
Traditional Responsibilities - to ensure that
ships are:
– Built to adequate strength
– Maintained to meet Class Rules
– Seaworthy

9. Port State Control (PSC)

“…ship will not sail until it can proceed
to sea without presenting a danger to
the ship or persons on board, or without
presenting an unreasonable threat of
harm
to
the
marine
environment,
whether or not such action will affect the
normal schedule of the departure of the
ship.”
IMO Resolution A.787(19), Chapter 2, 1.6.3

10.

Extremely thorough port
state programs.
Netherlands Coastguard

11.

MOU – Memoranda of Understanding:
•Europe (Paris) www.parismou.org
•Asia & Pacific ocean region (Tokyo) www.tokyo-mou.com
•Latin America (Vina Del Mar) www. Acuerdolatino.int.ar
•Caribbean
•West & Central Africa (Abuja)
•Black Sea
•Mediterranean www.medmou.org
•Indian Ocean www.iomou.org

12. Port State Control (PSC)

To ensure that IMO Convention requirement s are
met in the following:
Ship quality
Seaworthiness
Manning levels
Competence

13.

14.

15.

Port State Control (PSC)
DON’T EVER DO ANYTHING FOOLISH

16. Port State Control (PSC)

17. Port State Control (PSC)

18. Port State Control (PSC)

19. Port State Control (PSC)

What is Wrong ?

20. Port State Control (PSC)

21. Oil Majors Vetting (SIRE)

The IMO
Maritime Administrations
Port State
Classification societies
Ship owners/operators
Industry Policing – The
SIRE programme

22. Substandard or not ?:

Oil Majors Vetting (SIRE)
Substandard or not ?:
Hull
Machinery
Equipment
Life Saving
Fire Fighting
Pollution Prevention
On-board management
On-board operations
Shore management (Manager’s audits)

23. Oil Majors Vetting (SIRE) Reasons of non approval

The absence of required principal equipment or
arrangements;
Gross non-compliance with equipment or
arrangements with required specifications;
Substantial deterioration of the vessel structure or
its essential equipment;
Non-compliance with applicable operational and/or
manning standards; or
Clear lack of appropriate certification, or
demonstrated lack of competence on the part of
the crew.

24. OCIMF

Voluntary association
Comprises 40 oil companies world-wide
Maintains SIRE (Ship Inspection Report) available on
web site for members.
*SIRE does not indicate if a ship is acceptable or
substandard; the process requires the report to be
evaluated by an in-house expert to determine if the
vessel is fit for individual oil companies’ purpose.
Review of SIRE is only one component of Vetting process. Fixing
vessel for charter owner need:
1. Approval by the charterer
2. Approval by the operator of the loading terminal
3. Approval by the operator of the receiving terminal

25. What else does OCIMF do ?

Develops Standards recognized as definitive in
the tanker industry (>50 guides)
Supports & contributes to regulatory
developments
Strong participation to IMO
Active support to National enforcement of
International Conventions
Vigorous Promulgation of Tanker Safety –SIRE
Oil Pollution Compensation – IOPC Fund
(www.iopcfund.org)

26. Projects and publications:

Baseline Safety Criteria for Terminals
Tanker Management & Self Assessment
ISGOTT 5-TH edition
STS Transfer Guidelines 2011 – IMO
(Member states looking to endorse via IMO
submission at next MSC)

27. OCIMF VIQ.

Y – Yes
N – No
NS – Not seen
N/A – Not applicable

28. What are the SIRE Objectives & Operating Principles:

What are the SIRE Objectives &
Operating Principles:
Increase the availability of inspection reports
Reduce the duplication of inspections
Reduce the burden on ship crew
The SIRE contains ship inspection reports, Operator
Comments & VP data (VPQs)
Reports address operational safety & pollution prevention
issues only
No indication of pass/fail rating or other assessment of ship
accessibility is provided
Reports are submitted to SIRE strictly voluntarily
Ship operator is given the opportunity to respond to each
report & submit comments to SIRE
Comments become part of the report.

29. The SIRE is consist of:

SOLAS
Fire Safety Systems Code
Life Saving Appliances Code
MARPOL
STCW
ISGOTT

30. Risk Management

31. Risk Management Elements

Procedural Risk Control
ISM Code, SOLAS, MARPOL, ISGOTT, Company’s
operating procedures (SMS), etc.
Operational Risk Control
Crew trained to high level, including appropriate
special knowledge
Compulsory Risk Control
Design and maintenance (Integrity & Reliability)

32. Risks ?

Equipment
Structure
Procedures
Seafarers
80% of accidents/incidents are caused by
seafarers (human factor).

33.

Responsibilities of All
Officers and Crew as
well.

34. Drills.

The Chief officer must
demonstrate command and
control in basic fire and boat
drills.
To teach all crew to sound
the alarm by shouting “Fire,
Fire” until the bell sounds.
Use standards commands:
Make sure that Muster List is
posted on each deck.
All hands present and accounted for:
Fire pump on line
Electrical power secure
Ventilation secure
Fire boundaries established
Emergency team make ready
Commence fire fighting

35. Common reasons why vessels are detained over drills.

Failure to Take Roll Call (The
Coast Guard Always Hides One
Man To See If The Officers Are
Aware Someone Is Missing.)
Failure To Secure Electrical
Power.
Failure To properly Don BA,
Fireman’s Suits And Life Lines.
Failure Obtain Water Pressure.
Failure To Demonstrate
Procedural Competence
Material Condition Of The F/F
or LS Appliances
Inoperative Fire Alarms

36.

Inoperative Fire Pumps
Holed Or Soft Patched Fire Main Line
Failure To Don Life Jackets and Muster Properly
Failure To Bring Assigned Equipment
Inability To Lower Boats
Cracked, Damaged, Or Holed Life Boats
Broken Grab Rails, Flanges And Bolts
Inoperative Life Boat Motors
Cracked, damaged pipe Line system

37. Objectives

How to meet an Inspector
Handling observation on the spot
What conditions considered substandard
Crew awareness of instructions,
procedures and use of essential
instruments and equipment.

38. How to meet an Inspector. Boarding - First Impression.

The first eye contact is with the gangway (Gangway
securely rigged &properly marked with SWL, Safety net,
secure a portable staircase, life buoy, sufficient lighting)
Second sighting to the boldly marked safety signs &
warnings (location – at lower platform)
Gangway is to be manned at all times
Watchman ask the Inspector to his business and checks
ID, s/off electronic equipment
Registration in the Visitor’s Log

39. First Impression ……very impressed !

40. How to meet an Inspector. Boarding - First Impression.

The first eye contact is with the gangway (Gangway
securely rigged &properly marked with SWL, Safety net,
secure a portable staircase, life buoy, sufficient lighting)
Second sighting to the boldly marked safety signs &
warnings (location – at lower platform)
Gangway is to be manned at all times
Watchman ask the Inspector to his business and checks
ID, s/off electronic equipment
Registration in the Visitor’s Log

41. SHIP VETTING During the Inspection

“ I am the Inspector and I am
about to board your ship.”
Remember that the Inspection has
already started ;
Let’s see it through my eyes !

42. SHIP VETTING During the Inspection

Properly dressed
What shall we do with him????

43. SHIP VETTING During the Inspection

What is
wrong
here?
Only line or light, not both on same
buoy Ref. Solas and Pilot boarding
Arrangement

44. Boarding.

Emergency Fire Plan & International
Shore connection prominently visible
Helmet & new gloves offered
Emergency Station card given + Security
badge
Duty officer to meet & guide to the
Master

45. The walk to the accommodation

Are all dipping/sampling points closed
Is small spill clean-up equipment provided near
manifold
Are fire hoses rigged in vicinity of manifold
Are bolts inserted into all the manifold flanges
Are all unused manifolds blanked/fully bolted
Are pressure gauges fitted outboard of the
manifold valves
Are all scuppers plugs in place and tight
Are scuppers free of rain water
Are “Wilden” pumps rigged for immediate use

46. Entering the Accommodation

Are all accommodation doors shut
Is the watertight door seal packing in good
order & it properly closed
Is the accommodation under positive
pressure
Are the alleyways brightly lit, free of clutter
and clean
Are the posted fire & safety signs,
instructions clearly legible

47.

Good cosmetic appearance of the ship.
Good housekeeping, clean public
spaces, toilets, engine room,
accommodation, CCR, store rooms etc.
All crew on duty in a clean safety
working cloth, wearing helmets &
safety shoes, supplied with personal
gas analyzer and friendly to the
inspector.

48. Mooring equipment issues.

49.

Are mooring lines coiled properly and free of
tripping hazards
Is the fire wire rigged correctly
What is the condition of mooring winches
If hydraulically powered, are save alls fitted
On split drum winches, are the lines stowed
correctly on the tension drum
Dates of last brake testing stencilled to winches
Are winch brake applied properly
Brake bands appear to have sufficient
thickness
Are lines wound the bitts correctly
What is the condition of mooring lines, they
Certificates are available

50. The Fire Wire.

The eye of the fire wire must be kept 1-2
meters above the water
The fire wires must be rigged for and aft
on the outboard side.
The wire used must not have any
significant kinks and should be fixed with
at least 5 turns and passed through a
chock.
The end of the wire on board must not
be fitted with an eye.

51. Pump room, cargo operations & Cargo Control Room (Continue).

Pump room, cargo operations &
Cargo Control Room (Continue).
If emergency venting provided are upper vents
closed
Are pumps & pipelines free of oil leakage
Are bilges free of oil
Are gas, temperature & high level alarms
operational
Is ODME equipment in place & in operational
condition (evidence of test in ORB)
Are Pump room lights working & are the glass
covers properly fitted & explosion path not
painted over

52. Instruments.

Produce IG with no more that 5 % Oxygen
Sensors must be calibrated
Maximum level of Oxygen in COTs <8%
Records of regular monitoring of void spaces, ballast
tanks for volatile gases and vapours available.
Explosimeter -Combustible Gas Indicators , Tank
scopes – Hydrocarbon gas meters
Oxygen Analyzers
Toxic gas meter
It is also recommended to have a personal gas
detection instruments for personnel engaged in cargo
operations with sufficient inventory of various tubes for
(Benzene, Hydrogen Sulphide and Hydrocarbon).
Calibration and proper maintenance of instruments.

53. Calibration of detection instruments.

Combustible Gas Indicators – mixture of flammable gas
and air to a known percentage of the LEL such as 50%.
Oxygen meters – nearly pure Nitrogen Gas is used to
confirm a zero (0) or no Oxygen reading.
Tank-Scopes – mixture of Hydrocarbons in inert gas is
normally used, such as 8% Hydrocarbons by volume.
Drager Detector Tubes – leak test at regular intervals
Please also refer to the “HSQEEn manual” and ISGOT.

54. Emergency Signals and Emergency shutdown.

It is utmost important that the emergency
signals, both onboard and ashore are
clearly understood, entered in SSSCL
Emergency Signals and procedure to
initiate an emergency shutdown must be
posted on the “Visitors’ Information
Board”.
Hose and flange connections should be
fully bolted.

55. External Accommodation issues

Man overboard lights
Fire fighting equipment
Hose boxes
Accommodation doors
Ventilators
Fire flaps
Warning signs
External lighting
Loose pipes, or other equipment
Tripping hazards
Slippery decks
Lifeboats

56. The main deck area

Is the deck non-slip. Mooring stations & Passage from
Gangway to the accommodation are to be non – slip
surfaces.
IG deck seal. If fitted is sight glass clean
Non return valve – is date of last exam stencilled
Are “Wilden” pumps ready at aft end of Main deck & are
they earthed
Will dump valves to slop tanks work as designed
P/V valves in good condition. Capacity stencilled
PV breaker sight glass clean
Are cargo & COW pipelines free of patches
Are tank access hatches tight
Are vapour locks secured

57. General Deficiencies.

No Life buoy with a line attached at the
gangway
Life buoy lights inoperative
A “good wipe down” of all oily surfaces, remove
ice or use sufficient sand on a slippery surfaces.
Hard rust spots on valves, flanges, bolts etc
Fire doors are not able to be closed completely
Doors, F/F & life saving appliances are blocked
Improper stowage of quantities of large pipes in
steering gear room

58. General Deficiencies.

Use of walkie-talkies, cameras, torches of non-
explosion proof design. Use of mobile phones on
the open deck.
Lack of “No Smoking” areas signs on deck.
Metal drums & large pipe fittings are stowed on
deck without wooden dunnage.
Other “Metal to Metal” contact
(Worn out breaks on a mooring
winches, spares stored on deck etc.).

59. General Deficiencies.

All entrances to the accommodation on tankers must be
closed with only one designated entrance
The route from the gangway is free from obstructions or
obstructions are clearly marked
Dangerous spaces should be clearly marked and pad
locked
Crew is to wear working gear, hard hats. Engine staff is
using ear defenders in the E.R.
Open holes are to be covered, hazards removed.
Unsafe portable ladders are not allowed. Any ladder in
use must be tied off to prevent falls.

60. General Deficiencies.

PPE (Personal protective equipment) should be used when
handling Chemicals.
Rubber gloves, face shield, aprons and portable eye wash
units in Battery locker.
Improper storage of Oxygen, Acetylene bottles.
Winch brake is not tested. (BHC -60% MBL) Rendering
force -80-85% from BHC).
BHC or Rendering force are not indicated.
Poor condition of mooring ropes and equipment
Fire extinguishers were not improved for use in below zero
T-re
Garbage Record Book not properly entered concerning
incinerator use

61. General Deficiencies.

Removal of machine guards
Storage of paints and solvents
Storage of Oil samples
Snap Back Zones are missing at forward & aft
Colour code is not statutory but a good practice
Cargo & fuel pipes must be hydrostatically tested to
1,5 times the MWP (maximum working pressure)
on an annual basis. The date should be stencilled.
Pressure/Vacuum relief valves are not tested and
stencilled.

62. Accommodation.

63. HOUSEKEEPING

TO WELL ORGANISED

64. HOUSEKEEPING

FROM DIS - ORGANISED

65. HOUSEKEEPING

FROM UNSAFE

66. HOUSEKEEPING

TO SAFE

67.

Are smoking regulations being observed
Is the accommodation free of fire hazard
Is laundry clean of dirty/clean clothes
Are ports closed
Are fire & Safety plans, muster lists & other
notices posted, up to date & legible
Is the galley free of fire hazards
Is the emergency ventilation fan stop clearly
indicated
Do the officers know how to operate
emergency stops & where they located

68. Oil Spill cleaning equipment.

On tankers over 400 feet –
12 barrel deck spill
On a smaller tanker – 7
barrel deck spill
=================
– Non sparking shovels
– Brooms
– Absorbent materials
– Emulsifier
=====================
Portable pumps should be rigged
at the end of the cargo deck.

69. Garbage management.

Garbage record book
Separate garbage bins
Handling of plastic
Incinerator use
Food waste commuter available & in good
order
Garbage bin’s covers properly secured for avoid
waste blowing

70. Breathing Apparatus.

An installed bottle is fully charged (Not less than 90% of full
capacity)
Face mask have no broken straps. Lens free from serious
scratches, paint.
BA set is readily accessible in an emergency
Manufacturers instruction available
Serviced on an annual basis
All maintenance to be logged in PMS
On tankers the EEBD & harness must be rigged in the pump
room.
Compressor in order condition & records available
All spare equipment: flashlight, batteries, lamps in good
order

71. General Deficiencies:

Leaking pump glands
Dirty water gauge glasses
Inoperable pressure gauges
Rusted relief valves
Inoperative or disconnected safety or control
devices
Evidence of repeated operation of diesel engine
scavenger belt or crankcase relief valves
Malfunctioning or inoperative automatic equipment
and alarm systems
Leaking boiler casing or uptakes

72. Permit to work systems and reporting.

Confined space entry*
Hot work*
Cold work*
Working aloft*
Over the side/outboard work*
Electrical isolation works*
All accidents and hazardous
occurrences must be reported
Medical Log will be examined
Use of Company updated forms
Documentation of rest/work hours (Hours of watch
keepers should be posted)
(*Refer to ISGOT and Company Safety Manuals)

73. Tank venting arrangements

SOLAS II-2 Part C Regulation 11.6.3.2
What is the secondary venting
arrangements
Full flow pressure/vacuum breaker or,
Pressure sensing equipment
If fitted, are IG inlet isolation stop valve
locking arrangements satisfactory
Is the key to the lock in the custody of C/O
Is the board used to show Open/Close
status in CCR

74. Helpfully suggestions

Wear clean and matching company boiler suits
Promptly drain rain water from deck areas
Display plans and pictures
Have a well organized filing system
Re-stow loose gear with proper marking
Ensure cargo high-level alarms are tested and
activated in the “On” position
Give the Inspector top priority
Correct items on the spot
Be co-operative and diplomatic
Call the office if things get out of control

75. Helpfully suggestions

Never tell the Inspector that you do not
know the Regulations
Never convey a bad attitude about the
company or other officers and crew
Never leave the Inspector unattended
Never assign a junior officer to attend the
Inspector
Don’t get angry and argue about
legitimate deficiencies

76. REMEMBER !

A negative attitude
can adversely affect
the inspection.

77.

If the ship cannot pass a port state or
vetting inspection, the responsibility is
that of the crew.
If crew jobs are to be retained, the
crew must take the task of preparing
for port state and vetting inspections
very seriously.
Professionalism, organization and a
good routine of following standard
procedures is the key to success.

78. The commercial consequences:

Inability of the owner to
trade the ship due to
lack of charterers and
cargo.
More frequent attention
by PSC at every port.
The Company obtain
bad reputation and
looses clients and ships.
Crew is replaced by
other deemed more
competent.

79. International Code for the Security of Ships and of Port Facilities

Why
ISPS Code ?

80. ISPS Its Origin

SEPT 11,
2001

81. ISPS Few More Incidents

USS Cole
October 12 – 2000
Explosion that blew a
40-by-60-foot hole into
the side of the ship.
The blast killed 17 U.S.
soldiers and wounded 37

82. ISPS Few More Incidents

M.T. LIMBURG
Oct. 6, 2002 - off Ash Shihr Yemen
1 crew member killed - Vessel
abandoned
Assumed to be hit by a smaller
fast going vessel fully loaded
with Explosives!

83. ISPS and SSP Its Basic Nature

Is the ISPS Code mandatory ?
Yes, as per SOLAS Chapter XI-2
How do I follow it onboard ?
SSP
Who takes care of SSP and its Implementation
onboard ?
SSO
Who takes overall care of SSP and its
Implementation from ashore ?
CSO

84. ISPS and SSP CSO and SSO

KNOW
YOUR SHIP’S
CSO
&
SSO

85. ISPS and SSP Know Your Security Levels

86. ISPS and SSP Know Your Security Levels

This ship
will always maintain
Security Level 1
as a minimum.

87. ISPS and SSP Know Your Security Levels

Is your
current
Security
Level
posted?

88. ISPS and SSP Ship Security Threats

Possible Security Incidents are :
- Bomb / IED or other Suspicious Object Onboard
- Piracy or Terrorist Attack
- Stowaway / Smuggling Threat
Any Past Experiences to share!

89. ISPS and SSP Ship Security Measures

What are the Security measures existing on-board ?
Access to the Ship
Restricted Areas
Handling of Cargo
Delivery of ships stores
Handling of unaccompanied baggage
Monitoring the security of the ship
Use of Security equipment's
Depending on the Security Level, the extent of control on
above Security measures will vary.

90. ISPS and SSP Ship Security Measures – Ship Access

“ACCESS CONTROL
IS CONSIDERED
THE SINGLE MOST EFFECTIVE
SECURITY MEASURE
ON BOARD THIS SHIP.”

91. ISPS and SSP Ship Access – Gangway, Watch keeper and Log

Gangway to be manned at all times ;
Maintain Gangway / Visitor Log at all times ;
also ensure:
entries in pen
no page torn ;
proper way to correct mistakes
Issue badges to visitors and to inform :
wear badge at all times and visible
if lost, report immediately.
when leaving ship, return badge

92. ISPS and SSP Ship Security Equipment's

Onboard Security Equipment – examples :
Deck lights, Flashlights
Portable VHF sets and Telephones
Door locks and Padlocks
Escapes
SSAS (do you know your ship’s SSAS well?)
AIS Transponder
Ship’s Identification Number
Continuous Synopsis Record (CSR)
All the above equipment's are to be maintained regularly
and records maintained

93. ISPS and SSP Training and Drills

What are the Training and Drill requirements ?
Security Awareness briefing:
when crew joining for the 1st time ;
shall be recorded on the ISM Ship Familiarization Checklist
SSP Drills every 3 months ,or
if 25% of crew change, then within 1 week

94. ISPS and SSP Audit and Review

Following are the requirements :
Test the operational effectiveness of this SSP at least once
every three months.
( See SSP )
Also, reviewed annually as per the ISPS Review form.
Annual audit by the CSO.

95. ISPS and SSP Record Keeping – Key Log

Key log to include :
A list of important keys shall be drawn up, including but
not limited to:
Door/hatch keys to Restricted Areas (RA’s) and Access
Points, including padlocks.
General Master Keys (GMK’s)
Machinery operation keys within RA’s
GMK restricted to top 4 Officers
The Chief Officer shall be responsible for the board and the
register

96. ISPS and SSP Safety OR Security

Clash between Safety and Security – what to choose ?
Without doubt – SAFETY ;
And you can choose, because of :
MASTERS OVERRIDING AUTHORITY
(SOLAS XI-2/8, ISPS A/6).
Can you think of some scenarios when this conflict can
happen ?
Examples : Safety locker , Exit doors

97. ISPS and SSP Safety OR Security

Clash between Safety and Security – what to choose ?
Without doubt – SAFETY ;
And you can choose, because of :
MASTERS OVERRIDING AUTHORITY
(SOLAS XI-2/8, ISPS A/6).
Can you think of some scenarios when this conflict can
happen ?
Examples : Safety locker , Exit doors

98. ISPS and SSP Fire Exits – Emergency operation

ON YOUR SHIP, IS THE ABOVE ARRANGEMENT MARKED AND
FREE TO OPERATE ?

99. ISPS and SSP Deck Watch - Gangway

Level 1 – escorting not compulsory ;
1 in 20 persons (5%) shall be randomly searched; RA once a
watch
Level 2 - 1 in 4 persons (25%) shall be randomly searched;
2 person for Gangway ; external security; one door;
waterborne patrols, RA every 3 hrs
Level 3 – No visitors allowed ; 100 % search ;
M/E state of readiness ; Follow PF instructions ; allow only
Company Officials and ship’s crew ; no other craft to come a/s
Ship search; RA continuously