Important to check and verify the condition of shipboard system and equipment after completion of docking survey or repairs
Normally, shipboard lifesaving equipment such as lifeboats, life rafts and immersion suits and
components of firefighting systems such as high or low-pressure fixed CO2 system, dry
powder or foam system are removed from the vessel for servicing when the vessel is in the
shipyard. It is also a standard requirement for fixed fire-fighting systems to be de-activated
during the vessel's stay in the shipyard. These systems are to be re-activated or re-instated
to their original operational condition before the vessel's departure.
It is quite common that the ship crew are very much dependent on the shore service
providers and may not carry out their own checks to ensure these systems which were deactivated
are re-instated to their original readiness status. They could assume that all is in
order after being serviced by the authorised service provider. This had led to some
unnecessary PSC detentions when the system or equipment was not properly re-instated and
not operationally ready for its purpose.
Case study of PSC detention
An LPG carrier had completed its special docking survey in a shipyard in China and was
subjected to a USCG inspection when calling at US port after departure from the shipyard.
The vessel was detained due to the cargo compressor room's airlock door being unable to
self-close, as the self-closing device on the airlock door was missing.
The Company said that the airlock door self-closing device was disconnected and removed by
the shipyard for the convenience of movement of their workers. However, the shipyard
personnel had forgotten to fit back the self-closing device after completion of the repair
works. The ship crew and the attending class surveyor had also missed this before the
vessel's departure from the shipyard.
This USCG detention could had been prevented. The shipyard personnel and the responsible
senior ship officer should exercise more caution and diligence to check and ensure the airlock
door self-closing device was restored after completion of all repair works inside the cargo
compressor room.
Some examples of failing to ensure the operational condition of LSA and FFA items
after docking or repairs (this is not an exhaustive list):
- Fire doors being held open by wire ropes, wooden stoppers, etc.
- Fixed CO2 fire-extinguishing system remaining de-activated and inoperable - safety pins, piping blanks, nozzles taped over, disconnected pilot bottles, etc.
- Portable fire extinguishers, fire hose and nozzles not placed back at location as per Fire
Control Plans.
- Lifebuoys, lifejackets and immersion suits not placed back at location as per Life Saving
Plan.
- Fire detectors and gas sampling points de-activated by plastic covering.
- Fire-fighting system valves re-set back to readiness positions.
Conclusion
Shipboard personnel should not assume that everything would be in operationally ready
status after servicing or repairs and should carry out the necessary checks prior to putting the
ship back into operations.
