Материал: Gas SIR CDI 9th edition

5.5.1

5.5.2

5.5.3

5.5.4

5.5.5

5.5.6

5.5.7

5.5.8

5.5.9

5.5.10

5.5.10STCW 95 B-1/14.3

5.5.11

5.5.11STCW 95 B- 1/14.3

gas (if applicable) for gas freeing the tanks and then gassing up from the gas free state and the methods of monitoring the gaseous state of the tank.

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5.5.17STCW 95 B- 1/14.3

5.5.18

5.5.18STCW 95 B- 1/14.3

5.5.19

5.5.19STCW 95 B- 1/14.3

5.5.20

5.5.20IGC 15.1.4 IGC(16) 15.1.3

5.5.21IGC 5.7.3 EGC 5.4.3

5.5.22TSG 1.7.5

5.5.23

5.5.23

Officers are familiar with cargo reliquefaction procedures

Officers are familiar with hazards associated with toxic cargo

Officers should be aware that toxic cargoes are harmful, producing serious or fatal effects and that these may result from contact with the skin, ingestion or inhalation.

Officers are familiar with spillage disposal procedures

Officers should be aware of the actions necessary in the event of a cargo spill. These should include raising the alarm, stopping the cargo operation, securing the vessel against the ingress of cargo vapours, use of protective equipment, handling the spill on deck to minimize the possibility of brittle fractures in the steel work and the use of water sprays to deflect any gas cloud.

Personnel responsible for cargo operations are familiar with the term "reference temperature", are able to determine this for the present cargo, and understand its importance in determining the maximum filling limit.

Reference temperature means:

- the temperature corresponding to the vapour pressure of the cargo at the set pressure of the pressure relief valves when no cargo vapour pressure/temperature control is provided

- the temperature of the cargo upon termination of loading, during transport, or at unloading, whicheverCoppolais the greatest,

when a cargo vapour pressure/temperature control as referred to in chapter 7 of the IGC is provided. If this reference temperature would result in the cargo tank becoming liquid full

before the cargo reaches aMassimilianotemperature corresponding to the

vapour pressure of the cargo at the set pressure of the relief valves required in 8.2 of the IGC, an additional pressure relieving system complying with 8.3 of the IGC should be fitted.

Officers and other crew involved in cargo operations are aware of requirements for the use of ship’s flexible cargo hoses (if carried) including requirementsby for certification, annual testing

for pressure and electrical continuity, maximum pressure, minimum andPurchasedmaximum temperatures, and compatibility with the cargoes carried.

Officers involved in cargo operations are aware of the phenomena involved in cargo roll-over and the procedures onboard outlining the hazards and appropriate precautions. Personnel are familiar with other aspects of the cargo operation policies, procedures and hazards

This question is intended to cover any other area questioned by the inspector not covered by the questions in this chapter. If answered No, the inspector should note the issues identified.

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6.1.1SOLAS IX ISM 7, 10.1

6.1.2

6.1.2SOLAS IX ISM 7

6.1.3

6.1.3STCW 2010 A

6.1.4

6.1.4STCW 2010 A

6.1.5

6.1.6STCW 2010 A

6.1.7Information only

6.1.8

6.1.8

6.1.9

6.1.9

6.1.10

6.1.10

6.1.11STCW 2010 A VIII / 1.5

The Company provides the Chief Engineer with written procedures covering Engine Room organization, operation and maintenance

The Chief Engineer has established his own Engine Room Standing Orders

There should be detailed orders issued by the Chief Engineer covering the operation of the engine room

Duties of the watchkeeping engineers are clearly defined (Standing Orders)

A comprehensive list of the requirements and duties for the engineer on watch should be posted or be readily available in the engine room.

A Logbook is correctly completed detailing appropriate engine room activities

The log book should be completed in ink and free from correction fluid. Corrections should be in 'strike-through' and initialled. An adequate record should be kept, including at sea and in port.

Watchkeeping engineers countersign Standing Orders

Minimum watchkeeping requirements are defined

The ship is classed for Unattended Machinery Space operation

Evidence of this should be sought from Engine Room Log entries and Alarm Log printouts. If vessel is classed for UMS but is not operating UMS due to unreliability of the UMS plant,

the inspector should document reasons in Observations.

If the vessel is not operating UMS due to trade route or other operational reasons, the inspector should explain in the Observations.

If Yes: Massimiliano

There is a procedure in place for the UMS duty engineer to maintain contact with the bridge during periods when in the

communications system, an intercom, a dead-man/vigilance system or other similar means. It must include a requirement for periodic communications or acknowledgement.

There is a procedure in place for the UMS duty engineer to advise the bridge when returning to the accommodation following a period in the engine room

This should be detailed in the Company procedures or in the Chief Engineer's orders

Schedules for duty engineers are posted

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6.1.12

6.1.12SOLAS IX ISM 10.1

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