Recently one vessel had sire 2 .0
Following points we got
Conclusion:
1.Keep you sms sections handy to show inspector make some notes on that to avoid these points
2. Train you ratings more engage them in tool box meetings and training’s
It’s very hard to close points with SiRE 2.0 they want evidence for each and every observations.
Sire 2.0 observation
Yeosu , South Korea,
Dated 23.09.2024
NATURE OF OBSERVATION:
There were errors in HVPQ 5.3.1.4 and 10.1.4. This observation was rectified during the inspection. REF: 2.8.1
There was no company policy for the Personal Transfer Basket (PTB) retirement or manufacturer’s recommendations. REF: 4.1.1
SSSCL Part. 7 pre-transfer checklists for Item. 97 "the Inert gas system delivering Inert gas with oxygen content not more than 5.0%" agreed with shore and the Nitrogen generator was operating for cargo tank inerting at the time of inspection. However, Part 8. Repetitive check item 8. "Inert gas system pressure and oxygen recording operational" and Item. 9 "Inert gas system and all associated equipment are operational" were ticked as "N/A" for every 2 hours repetitive checks from 2000 hours on 19 Sept 2024 to 1600 hours on 20 Sept. 2024. OP showed records of N2 generator oxygen content monitoring every 2 hours recorded in the Port log during closing meeting. REF: 8.99.2
OP did not monitor the proper execution of SSSCL Part 8. repetitive check items 8 & 9 by duty officers during the cargo discharging operation. REF: 8.99.2
The vessel's mooring winches brake test was last carried out on 30 Jan. 2024. However, the hydraulic jack pressure gauge had not been calibrated before use and the last calibration certificate was not available on board at the time of inspection. REF: 9.1.1
There was no company procedure for the calibration requirement of the hydraulic jack pressure gauge for mooring winch brake test kit carried onboard.
1. Company Procedures for CPA/TCPA:
CPA (Closest Point of Approach) and TCPA (Time to Closest Point of Approach) values should be set based on company procedures, considering traffic density, proximity to land, and vessel speed. Common settings are around 1-2 NM for CPA and 10-12 minutes for TCPA, but can vary depending on the specific situation and the vessel's operating area. The Officer of the Watch (OOW) must adjust these settings as required during the voyage and inform the Master if necessary.
2. How to Update ECDIS:
ECDIS is updated via official electronic navigational chart (ENC) providers such as AVCS or Primary. Updates can be downloaded over satellite or manually via CDs or USB. It is crucial to regularly apply the latest chart corrections (NTMs) to ensure navigational safety. Always verify the ECDIS status and confirm the latest edition numbers on both ECDIS units if the ship is equipped with dual ECDIS.
3. ECDIS – Detailed Checks on the Voyage, Markings on Charts, Position Verification Frequency, and Manual Fixes:
Voyage Checks: Before departure, ensure the voyage plan is loaded correctly and that the route is verified for safety contours, no-go areas, and potential hazards.
Markings on Charts: Manual markings for danger zones, no-go areas, and special zones should be clearly placed on ECDIS and, if applicable, on paper charts.
Position Verification: Regular manual position verification is required, especially in coastal areas or in high-risk zones. The frequency of fixes depends on the navigational situation (e.g., every 30 minutes in coastal areas or more frequently during high-risk operations).
Manual Fixes: Use visual bearings, radar ranges, or celestial navigation for position verification, and ensure to cross-check the GPS position at regular intervals.
4. Company Process on Position Verification Requirements:
The company requires position verification at regular intervals based on the vessel’s proximity to hazards. Fixes should be logged and recorded in the navigation log. Position verification is also required after significant course changes and when near land or other navigational hazards.
5. ECDIS Safety Settings:
Safety Depth: Set according to the vessel’s draft plus the minimum required under keel clearance (UKC).
Safety Contour: Typically set at a depth contour where water becomes too shallow for safe navigation, adjusted according to vessel draft and local conditions.
Shallow Contour: Set below the safety contour to mark areas of shallow water where navigation is dangerous.
Deep Contour: Marks safe waters for deep navigation.
6. PI Markings (Parallel Indexing):
Parallel Indexing is used to maintain a safe distance from navigational hazards by continuously monitoring the vessel’s track along a pre-set radar bearing line. This is crucial in restricted waters or areas near hazards like land or shoals.
7. No-Go Area Markings:
No-go areas are regions where the water is too shallow or where navigation is prohibited. These are marked in red or clearly on ECDIS to prevent accidental entry. These zones must be avoided, and they should be checked against official NTMs and updated as necessary.
8. ECDIS Symbols:
ECDIS displays a wide range of symbols representing buoys, lights, soundings, depths, contours, wrecks, and other hazards. The IHO standard “S-52” defines these symbols, and officers must be familiar with these to understand navigational data at a glance.
9. Activation of ECDIS Depth Alarm:
The depth alarm on ECDIS must be set to the safety depth appropriate for the voyage. The alarm will trigger when the vessel is in waters shallower than the set depth, ensuring that the officer is alerted to take corrective action.
10. Actions in case of OFF COURSE Alarm:
Immediate Actions: Check the current position and heading. Adjust course to bring the vessel back onto the planned route. Verify the navigation settings, and confirm that the autopilot is functioning correctly. If unable to regain course, notify the Master and evaluate external conditions such as current or wind that might be affecting the vessel’s track.
11. Action in case of any alarm in the Steering Gear System:
Immediate Actions: Switch to the alternative steering mode (manual or NFU). Notify the Master and engine room. Investigate the nature of the alarm and prepare for emergency steering procedures if necessary. Check for steering failures and readiness of emergency equipment.
12. Action in case of Steering Gear Failure:
Shift to the emergency steering mode using the local steering control at the steering gear room.
Notify the Master immediately and reduce speed or stop if necessary.
Engage hand steering or non-follow-up mode, and switch to emergency rudder controls if applicable.
Log the failure and corrective actions taken.
13. Action in case of Gyro Failure:
Switch to magnetic compass for heading reference. Adjust radar, ECDIS, and autopilot settings accordingly to use the magnetic compass.
Inform the Master, and troubleshoot the gyro compass system.
Use backup navigational tools, and take manual bearings to maintain a proper course.
14. Verification of Alarms on the VDR Panel by Switching off Echo Sounder:
The Second Officer verified that the VDR (Voyage Data Recorder) receives alarms correctly by turning off the echo sounder to generate an alarm. This test ensures the VDR is logging alarms as required.
15. Passage Plan, UKC Calculations, and Company Procedures on UKC:
The passage plan should be comprehensive, with detailed waypoints and clear UKC (Under Keel Clearance) calculations for each leg of the voyage. Company procedures typically require a certain UKC (e.g., 10-15% of the vessel’s draft) to ensure safe navigation. Consideration should be given to tides, squat, and environmental factors such as swell.
16. Composition of Bridge Watch Levels and Company Procedures:
Bridge watch levels vary from one officer in open ocean conditions to increased manning in restricted waters (Master, OOW, and lookout). Company procedures define minimum safe manning levels for different navigational situations. Situations such as pilotage, entering port, or navigating in restricted waters may require an enhanced watch level.
17. Navigational Warnings: EGC & Navtex Process:
EGC (Enhanced Group Call) and Navtex warnings should be received and logged regularly. The Officer of the Watch should review warnings for their applicability to the vessel’s current voyage. These warnings must be reflected on ECDIS and/or paper charts, and their relevance should be monitored throughout the voyage.
18. Security Charts – Latest Edition, IFC Reporting, RA for HRA/VRA:
Ensure the latest editions of security charts are on board, particularly when transiting High-Risk Areas (HRA) or Vulnerable Risk Areas (VRA).
Report to appropriate authorities, such as the International Fusion Centre (IFC), for transiting high-risk zones, and ensure that risk assessment (RA) procedures are completed.
19. Master-Pilot Information Exchange:
Upon the pilot boarding, a full exchange of information between the Master and the pilot should be completed, including ship’s particulars, pilot card, and passage plan review. Record the time and place in the pilot card. The pilot’s signature should be on the same page as the information exchange.
20. Bridge Equipment Connected to Emergency Power Source:
The following equipment is typically connected to the emergency power supply: steering gear, navigational lights, radar, ECDIS, GMDSS radio equipment, internal communications, and essential bridge lighting.
21. BNWAS and ARPA Company Procedures:
The Bridge Navigational Watch Alarm System (BNWAS) must be operational at all times, with specific settings per company regulations.
ARPA (Automatic Radar Plotting Aids) settings should be optimized for collision avoidance, target acquisition, and risk assessment in line with company procedures.
22. GMDSS Logbook Entries:
Entries should include daily GMDSS equipment checks, weather reports, test communications, and any distress signals or emergency broadcasts made or received.
23. Last MF/HF Coast Station Acknowledgment:
This refers to the most recent acknowledgment received from a coast station regarding an MF/HF transmission, which should be logged accordingly.
24. E-Publications – Random Checks for Latest Editions:
Periodic checks must be conducted to ensure that all electronic publications are updated to their latest editions, as required by company procedures.
25. Backup Arrangement of Navigation Publications:
In the event of an ECDIS or system failure, backup paper or digital publications must be readily available and kept up to date.
26. Master’s Standing Orders Familiarity:
Officers must be thoroughly familiar with the Master’s standing orders, which outline actions required in different navigational circumstances (e.g., when to call the Master).
27. Difference Between X-Band and S-Band Radar:
X-Band: Used for short-range, high-definition radar detection of smaller objects and in good weather conditions.
S-Band: Used for long-range detection and better performance in adverse weather conditions such as rain.
